Author: Elena Sorokina
RELEASE: Business, Labor, Riders, Urbanists Join In Call to Fix Metro
WASHINGTON, DC –Six major organizations representing business, labor, transit riders, and urbanists joined today to outline principles that the region should follow to restore Metro to good health. In a letter to Mayor Muriel Bowser and Governors Larry Hogan and Terry McAuliffe, the groups said that the regional transit agency needs a strong General Manager backed with commitments of political support, organizational authority, and funding.
Why D.C.-Area Commuters Say They Are Dropping Metro
Call them the Metro quitters.
Months of consistently unreliable rush hour service have been emblematic of this rough year for the D.C. region’s transit system. An unknown but seemingly growing number of commuters are dumping Metro, giving up their seats — if seats are even available aboard packed railcars — for cars, bikes or walking.
WAMU 88.5 has received scores of emails and tweets from Metrorail riders who are quitting the system after the lousy summer that ended on a regrettably fitting note: on Sept. 21 a transformer fire at Metro’s power substation near Stadium-Armory will cause service disruptions for at least six months on the Blue, Orange, and Silver Lines.
“They’ve really completely crushed my faith in them,” says NoMa resident Benjamin Rockey-Harris, 33, one of several ex-subway users interviewed by WAMU 88.5. “I’m much happier walking. It’s working out for me, unlike Metro.”
Ridership down
Weekday rail ridership is down about 6 percent since its peak in 2008, although the trip figures rebounded a bit last year. Among the factors Metro leaders are quick to point to, the recession, rise of teleworking, loss of the federal pre-tax transit benefit, and growth of alternatives like Uber and Capital Bikeshare usually top the list.
But what about riders who have quit the system because the service stinks? Admittedly, that figure is difficult, if not impossible, to accurately quantify.
“I don’t know that we can determine exact percentages and such, but we do know unreliability does have an impact on our customers,” says Jack Requa, the transit authority’s interim general manager since January. “There’s been a decline in ridership. We are certainly trying to determine the reasons for that and anything we can do to offset that.”
Preliminary figures show ridership dipped 7 percent in August from the same month in 2014 — a significant year-over-year loss. And with commuters facing slowdowns and delays on the three lines through Stadium-Armory well into next spring, more riders are expected to quit Metro.
“I’m going to walk”
It’s 8 a.m. on a Monday morning in Washington’s NoMa neighborhood. Rockey-Harris, an IT professional in downtown D.C., stands at the corner of 2nd and L Streets Northeast and makes an easy decision. Instead of turning right to go to the nearby by Red Line station, he continues to hoof it west on L.
“If it worked perfectly it would be 20-minute ride to work, but I’d rather walk 45 [minutes] than deal with the chaos, honestly,” he says.
The chaos he describes will sound familiar to just about anyone who has tried to board a rush hour train lately.
“Metro means that I have no reliability of getting to work on time. I’m going to pay a rush hour fee for a six- or eight-minute wait for a Red Line train, and then possibly not even get on the next train because they’re all six-car trains and they’ll be full,” Rockey-Harris says.
There was no single incident that drove him away from public transportation. Instead it was weeks and weeks of delays, packed trains, and late arrivals to work that convinced him once and for all to give up on Metro. Others share his story.
“I showed up to work 45 minutes late one time, and that was the final straw,” says Matthew Benjamin, 36, a federal worker who lives in Falls Church. He dumped the Orange Line and now rides his bike all the way into his office near Union Station.
“It was the inconsistent times that the trains were running. You couldn’t count on the same train to be there the same time each morning. That made my commute vary back and forth by 30 to 45 minutes at a time. And that wasn’t acceptable,” Benjamin says.
Crumbling confidence
Whatever the reasons for the long decline in trips, Metro can ill afford to lose any customers. The transit authority is projecting budget deficits for years to come as costs continue to rise against stagnant ridership and revenue forecasts. But public confidence — shaken by multiple rush hour meltdowns and major federal safety investigations — in Metro is crumbling.
“I’d rather take the subway but I can’t rely upon it,” says Becky Ogle, a federal worker and disability rights advocate, who drives from Bethesda into Washington every morning. Because she is in a wheelchair, she is concerned not only with train malfunctions and track problems, but broken elevators, too.
“I’m supposed to be at work at the same time my colleagues are, my able-bodied colleagues. But if I get to my station and the elevator’s not working, then usually it takes about an hour to recoup,” Ogle says. “I’ll have to go to another destination with an elevator working and back track on my own through my own rolling, or have Metro pick me up, which takes forever.”
Metro’s lackluster ridership was pinned on several factors, including slower-than-expected growth in Silver Line usage over the second half of 2014, in a recent budget analysis released by transit authority management.
“The general trend over the past three years of lower average weekday rail ridership has continued, with fewer days reaching a ridership total of 750,000 or more, and more days falling below 700,000,” the report said.
When asked what it would take to return to Metro, riders gave a simple answer: better service.
“We have one of the best subway systems in the country. I would just like to see it be on the upswing instead of the downswing,” says Jessica McBroom, a State Department employee who rides her bike to work.
McBroom, a D.C. resident, bikes six miles to visit family in Maryland on weekends instead of waiting upwards of 24 minutes for a train if there is track work.
“Where are we getting with all of this weekend track work?” she says. Metro is more than four years into a six-year, $5 billion rebuilding program.
Some have quit Metro in disgust. Others did so reluctantly.
“I have very fond memories of Metro. My first experiences in D.C. were my dad taking me to RFK to Redskins games as a kid. We took Metro every time and we never had a problem,” says Bryan Davis Keith, a federal employee who now resides in Winchester, Virginia.
“We never had issues with it breaking down or not knowing what was going on…now you are lucky if something doesn’t happen on your commute,” he says.
Instead of driving to the Orange Line station in Vienna, Keith drives all 100 miles into D.C. every morning, taking his chances with I-66 instead of the train.
Rider testimonials
We heard from many other Metro riders with strong feelings driving their decision to abandon it for their commute. Here are some select testimonials.
Staci Pittman
“For me, it was in 2014 when WMATA took a turn for the worse. I was constantly late for work and because I had to leave at a certain time to make my return trip, my days were usually short of 8 hours. On the return trip, a ride that usually takes 20-25 minutes from Bethesda to Union Station could actually take up to 45 minutes which made me miss my MARC connection and often times leaving me stranded once I made it to Odenton because I missed the last neighborhood bus. The situation seemed to worsen in the summertime and there was always single tracking, crowded platforms, burning rail and water issues. A simple trip from Bethesda to Friendship Heights to get an allergy shot during lunchtime often took an hour and a half roundtrip, including waiting times. Everything wore me down as WMATA delays became the rule and not the exception and having one day out of two weeks being on time seemed like a bonus. As much as I didn’t want to, I broke down a year ago.”
Danny Goldman
“I am a Rockville native. I grew up taking the Red Line and had pretty clear memories of using it as a go-to mode of transport into the city. When I came back from overseas a year ago to start grad school downtown, one of the reasons I was excited was Metro. I thought I wouldn’t need a car, it was convenient, and cost effective. I was wrong.
The Red Line has turned into a disaster, costs have skyrocketed, the service and facilities have deteriorated to the point of being a national embarrassment and safety hazard.”
Matthew Becker
“I haven’t quit completely because it’s still more cost-effective, but ever since I started having to take the Red Line to my current job in Bethesda, I’ve found myself using my own car, Lyft, and trying to take the bus further so as to avoid delays on the train. I try to monitor Twitter in the morning and listen to the radio to be aware of delays on the Metro but unfortunately I still have to rely on the train sometimes. As soon as I can move to a work location where I can rely only on the bus, the bike share, or my own two feet, I don’t plan to take the train ever again.”
Leigh Mihlrad
“I used to take an express bus to the Pentagon each day, and then take the Blue Line to Farragut West. I got so tired of the delays, and frequent inability to get on the train, due to how crowded it was, that I now drive to my department’s Arlington Headquarters and then take our free shuttle downtown. It takes slightly less time, even with some traffic on 395.”
Benita Robertson
“When I first moved here I was ecstatic about the availability of public transit and planned to rely on it 100 percent.”
“My enthusiasm declined with the increase of incidents and delays. I am a patient person so I can deal with delays, but what I can’t deal with is fearing for my safety. The final straw was the reduced train speed between Pentagon and L’Enfant plaza in response to much-needed track repairs.”
“Each day as we slowly creep over the bridge I nervously stared down at the water. There have been so many derailments, brake malfunctions and door issues. I am worried that there is a real problem with the tracks and that a major incident is just waiting to happen. I dislike driving. Traffic stresses me out and I’m terrible at parallel parking, but just yesterday I started researching monthly parking in D.C. so I can drive and park during the week. It’s a real shame, especially since I am a self-identified ‘terrible driver’ and strongly feel I shouldn’t be driving more than absolutely required. But it’s a risk I’m willing to take if I can’t rely on metro to be concerned about my safety.”
Maria Khan
“I quit taking the train this past summer after three years of consistently using it as my primary means of getting downtown from Vienna. I got stuck in the tunnel twice for 40+ minutes each time and have since developed a bad case of claustrophobia. I now cannot ride the train without getting an inevitable panic attack about whether I will be able to get off it once I get on due to all the stops and holds it does in the tunnels. The persistent holds for 40+ minutes in tunnels coupled with reports of smoke and fires, it just seemed like too much of a dangerous situation to put myself. I now take I-66 to work and always pass by an Orange Line train stuck on the tracks for no apparent reason and feel bad for the commuters stuffed inside it.”
Jessica Giguere
“I’m actually going to move into the city so I can walk/bike rather than Metro. Money is tight but I’d rather pay more on rent and sacrifice space than what I pay now in Metro fares and time. I spend at least 10 hours a week commuting from the Vienna Metro station to McPherson Square.”
Ryan Jesien
“I was a WMATA commuter from 2005 to 2013. I wouldn’t get on it today if I were paid to. I rode from Braddock Road to Silver Spring for a time period before dropping their horrible service in favor of biking or driving to work.”
“WMATA is corrupt, expensively priced, and unsafe. I would rather put my skull in a vice than ride their train. A dead horse is a more reliable form of transportation.”
Chris Dattaro
“This is the second time I’ve given up on Metro, and I’m never going back. I live in Old Town and was commuting to Rosslyn for a past job but now commute to Georgetown for a new job. Braddock to Rosslyn is 6 stops; Braddock to Foggy Bottom is 7 and all on the BL. Should be easy enough, right?”
“Between the inconsistent schedules and repeated delays it would consistently take over an hour door-to-door. The BL runs trains every 13-15 minutes during Rush Hour which is pretty mind boggling. It also cost me $7 per day roundtrip to take the Metro. If you multiple that out by the 23 work days in September, that costs me $161. So to sum it up:
Metro: $155-161 per month, 60-80 minute commute one way, no control over delays, overcrowded trains due to the infrequency at peak hours. Car: $135 + gas per month, 25-30 minute commute, flexible schedule. I also ride my bike a few times per week when it’s nice outside. The Metro is just garbage. I’ll use it as infrequently as possible and from here on out, mostly just for Caps games.”
RELEASE: Montgomery County Transit Task Force Builds Strong Case for Investing in Bus Rapid Transit
MONTGOMERY COUNTY, MARYLAND — On the heels of a draft report on options for financing and building the Montgomery County Bus Rapid Transit (BRT) network, the Coalition for Smarter Growth urged the county’s elected officials to find a way to make it happen.
White Flint: Suburban Sprawl to a Walkable Win
White Flint was once known as a suburban mall, but today it’s evolving into Montgomery County’s newest walkable district. How did we get from suburban sprawl to such a bright future?
I-66 Expansion Is Probably Inevitable, And Decision ‘Will Not Be Vague,’ VDOT Says
Expanding I-66 inside the Beltway eventually will be necessary to meet Virginia’s goal of congestion relief in the corridor, says the commonwealth’s top transportation official.
“There is some traffic management we can do, but eventually there’s going to be expansion needed,” said Virginia Secretary of Transportation Aubrey Layne in remarks to reporters Thursday at VDOT headquarters in Fairfax.
And by expansion, he essentially means adding a third lane eastbound between I-495 to Fairfax Drive. Adding a third lane on the other side isn’t practical, given constraints within the I-66 corridor.
When might it happen? It will depend on the effectiveness of initial steps designed to move an additional 40,000 people per day along the corridor. They will be a mix of congestion pricing with E-ZPass toll lanes and public transit, biking, and walking options paid for with toll revenues.
If “throughput” doesn’t adequately improve, the state would move toward adding the third eastbound lane.
“It’s both transportation and political realities that are driving this plan,” Layne said. “We agree we should exhaust every other opportunity that we can to move more people through before we [make] capacity changes.”
Data will drive any decision, he said.
“It will not be vague once the metrics are established,” Layne said.
Tolls first, another lane years later
Political leaders in jurisdictions inside the Beltway have long opposed expanding I-66 but reached an accord with VDOT on the possibility of building more lanes sometime before 2040. First, toll revenues will be used to pay for multi-modal options within the corridor, which includes Routes 29 and 50.
Starting in 2017 rush hour tolls will be charged during mornings and afternoons in both directions on I-66 inside the Beltway. HOV-2 carpoolers will ride free; the restriction will be tightened to HOV-3 in 2020.
Eastbound tolls during morning rush hour will cost as much as $9; westbound tolls will be $1. In the afternoon rush hour, westbound traffic will be charged tolls as high as $8, with eastbound motorists paying $2. Officials caution that the tolls will be dynamically priced based on traffic flow. Federal law requires that traffic maintain speeds of at least 45 miles per hour.
Drive-alone commuters currently are prohibited from using I-66 inside the Beltway during rush hour, but the Virginia Department of Transportation estimates more than a third of eastbound traffic during mornings and close to 50 percent of westbound traffic in the afternoons is single-occupant vehicles. Not all are HOV violators, however. Some are exempted hybrid vehicles or emergency responders.
Still, the plan to toll the existing lanes would eliminate the majority of the cheaters while also enticing some drive-alone commuters who now avoid I-66 inside the Beltway to pay the toll for a faster ride. Sharp disagreements remain, though, on the issue of adding lane capacity.
Congestion pricing
Charging high tolls without adding capacity is a form of congestion pricing designed to stop single-occupant vehicles from flooding downtown D.C. and other destinations, although Layne declined to use that term.
“It’s a dynamic pricing plan that reduces congestion,” he said. “The objective is to move more people, and the way to do that is increasing transit that is available.” More than one-fourth of eastbound vehicles trips on I-66 that begin east of Rt. 267 end in the District of Columbia, according to VDOT data.
“I would say a poll would show that the overwhelming percentage of people in Northern Virginia including Arlington favor widening I-66. It is such an obvious need. Traffic backs up on 66 all the time,” said Bob Chase, the president of the Northern Virginia Transportation Alliance, a group that lobbies for major, regional highway improvements.
Additional capacity is necessary for off-peak travel times, too, when tolls would not be charged, Chase said.
“If you just increase tolls during peak periods and add transit, you will totally ignore the congestion that occurs the rest of the day and on weekends,” he said. “If you are serious about reducing congestion on I-66 you have to add new lanes.” Chase noted his position would benefit high-capacity commuter buses in addition to cars.
Opposed to Chase’s view is Stewart Schwartz, the head of the Coalition for Smarter Growth, which opposes major highway expansions in favor of transit and transit-oriented real estate development.
“What is ridiculous about the idea of widening I-66 is where do the cars go in Washington, D.C? Where do they go in the neighborhoods of Arlington and so forth? We have got to stop this process of building more [lanes] for more and more cars, and start focusing on moving more people,” he said.
Some congestion experts point to induced demand as the reason to avoid widening highways. In other words, build it and they congestion will come — eventually.
“The smartest solution is pricing,” said Todd Litman, the executive director of the Victoria Transport Policy Institute in British Columbia.
“It is foolish to add extra, free capacity. We know that for sure, because it won’t solve the problem that people are concerned about it. It won’t reduce traffic congestion because of the induced travel. There is latent demand,” said Litman, who noted each additional highway lane can accommodate only 2,000 cars per hour before degrading.
“On the one hand, there is a reluctance to expand roads,” Litman added. “On the other hand, motorists are extremely reluctant to pay anything. A lot of people are offended at the very idea that they should have to pay to use a road. Motorists are significantly subsidized and yet they still complain any time anyone wants to charge them more. They are particularly upset about the idea of congestion pricing. That is, any sort of pricing that is intended to change their behavior.”
The tolls drive-alone motorists pay for rush hour access to I-66 inside the Beltway will be used to increase mobility throughout the corridor, and officials said it will not take years for those improvements to be felt.
“We hope to put the multi-modal improvements in place on day one, if not sooner, and we think they will immediately start to make an impact,” said Nick Donohue, Virginia’s deputy secretary of transportation.
“You can expect to see new commuter buses, new carpool assistance, vanpools, and better access to the Metrorail stations,” he said.
Outside the Beltway
Secretary Layne’s remarks followed a major presentation by VDOT of its plans to transform I-66 outside the Beltway, the 25 miles from I-495 to Haymarket.
Construction is supposed to begin in 2017. The highway will be expanded to five lanes in each direction: three regular lanes and two express toll lanes with an HOV-3 exemption. The new lanes are scheduled to open in 2021.
First, however, VDOT must decide who will build it and under what financing mechanism. In December officials are expected to decide whether the project will be a full concession to a private-sector road builder, or publicly financed so the state may keep the toll revenues. In either case, Layne said there will be a public-private partnership.
Under current design plans, eleven homes would be condemned for the expanded right-of-way. Five are in Dunn Loring, where Deanna Heier said she and her neighbors are being penalized despite making the right decisions.
“We need to find a way that people can still live in Northern Virginia without running them over with highways. We picked these houses because they are near the Dunn Loring Metro. We picked it because it is near our work. But we are the ones who have to suffer for people who made a different decision.”
Heier’s home will not be displaced, but a ramp will “tower” over her house, she says, and the property surrounding the neighborhood’s school, Stenwood Elementary, will be impacted. Plus, there are four years of construction to look forward to.
Live Chat with Stewart Schwartz
The Washington Post’s Dr. Gridlock, Robert Thomson, will be online to take all your questions about Metro, traffic throughout the region and other transportation issues.
Also taking your questions is today’s special guest Stewart Schwartz, who is a leading advocate for sustainable development in the D.C. region in his role as executive director of the Coalition for Smarter Growth.
Please join in with your own questions and comments for Stewart.
[Programming note: I see questions about the pope’s visit and about Metro service issues that I think are meant for me, rather than Stewart. I plan to address them on the Dr. Gridlock blog ASAP.]
Thank you Dr. Gridlock for having me on today’s chat. I look forward to everyone’s comments and questions.
Many commuters say, Duh, of course that should be the measure of a transportation project’s value. Are they right?
Since expanded roads often open the way for more sprawling development and even longer commutes, my group and most local elected officials have sought to focus on reducing the amount we have to drive by creating mixed-use, walkable and transit-focused communities, expanding transit, and ensuring more homes are available closer to jobs. As we’ve seen, demand for these communities is booming. Every person who can live and/or work in a transit-oriented community can be part of the regional traffic solution because they either don’t need to drive or will drive much less. The internet has also become an important part of the solution, allowing for telework and on-line shopping. But again, those pushing “congestion reduction” are just looking to expand highway lanes and are only looking at the short term. They are failing to look at the bigger picture of how land use, technology, and transit, walking and biking can reduce the amount of driving for the short, medium and long-term.
On Friday, the coalition released a statement in support of the Virginia government’s plan to create HOT lanes at rush hours inside the Beltway.
Many long-distance commuters fear this plan, because of the variable toll that will be imposed in both directions. According to a VDOT estimate made public this month, the morning peak toll could be $7 eastbound and $9 westbound during the afternoon peak.
Is it fair to raise their commuting costs like this?
We looked at the estimated peak of the peak toll cost ($7 to $9) in comparison to parking and riding Metro in the corridor and it’s comparable — $8.95 to park and ride from West Falls Church and $10.30 to park and ride from Vienna. So Metro riders are already paying a similar fare.
This is really the best alternative for I-66 inside-the-Beltway. Widening would require years of construction and traffic delays. It would be very difficult if not impossible to widen from Ballston to the Roosevelt Bridge, with significant harm to people’s homes and neighborhoods. Widening would cost hundreds of millions of tax dollars instead of the $40 million proposed for the tolling equipment and software. And in the end, where would all of the additional cars go? We aren’t going to widen Constitution Avenue in DC or neighborhood streets at the exits.
By pricing a road which sees so much demand in the peak hours, we can ensure it flows better giving a faster and more reliable commute, and invest in transit, including commuter buses, which will likely prove the cheapest and most comfortable way to go — allowing you to sleep on the ride to work or on the way home, or get a head start on your email inbox, and probably helping to lower your blood pressure in the process.
Many commuters on both sides of the Potomac are begging for relief from the tortuous trip on the west side of the Beltway and across the Legion Bridge.
Virginia transportation officials want to talk to their Maryland counterparts about upgrading the Legion Bridge and possibly adding HOT lanes on its approaches.
Does that make sense to you? Why wouldn’t commuters be better off if the two states cooperated on a new bridge west of the Beltway?
The western bridge would be a waste of a couple of billion dollars. VDOT’s recent bridge study showed just 5% of VA commuters to Md (declining to 4% in 2040) using the Am Legion Bridge are making the so-called U-shaped commute from western Fairfax or Loudoun to upper Montgomery or Frederick. That means for all others, the Am Legion Bridge is the best route and that traffic fixes need to happen there. Spending $1 to $2 billion upriver would divert scarce taxdollars needed for the Am Legion Bridge.
The VDOT study had some other stunning data in its assessment of all Potomac Bridge crossings from Pt of Rocks in the NW to the Route 301 Henry Nice Bridge in the south: during the morning peak, Metro carried 35% of Virginia commuters traveling across the Potomac (26% at the Rosslyn Tunnel and 8% at the Yellow Line bridge). Another 30% crossed the road bridges into DC. This compares to 14% crossing the Am Legion into Md and just 1% crossing the Pt of Rocks Bridge in northern Loudoun.
So certainly, the Rosslyn Tunnel (going first to 8-car trains and then figuring out the tunnel capacity issue) and the American Legion Bridge should rank light-years ahead of a western Potomac Bridge crossing in our priorities.
The Governor cut the share the state would contribute to the $2.5 billion project from $700 million to just $170 million. Montgomery has agreed to contribute an additional $40 million and Prince George’s $20 million on top of the other funds they are investing (a few hundred million). The feds are expected to contribute $900 million and the remainder would come from the private sector which would have to be paid back over a number of years. We need this deal soon to ensure we get the federal funds and before construction costs rise.
It’s frustrating to see the state contribute so little to the project, when highway projects are typically funded 100% by federal and state funds, and when the Purple Line offers such benefits in economic development and revitalization, connecting people to jobs, and offering an alternative to the heavy congestion on and inside the Beltway. But we are glad the Governor made the decision to go forward and we are encouraging him to seal the deal.
There’s a back-and-forth in my reader letters that goes like this:
A traveler writes in to complain about the amount of time spent in traffic. A reader responds by saying that the traveler should live closer to where she works. Another traveler writes back to say, How many times do you expect us to move? People change jobs. Also, spouses may have jobs in vary different locations.
Is it realistic to expect that we can ease our transportation problems by having a great many people live close to their workplaces?
We believe that the first keys to reducing the burdens of traffic are the continued revitalization of the city, and a network of transit-oriented centers and communities. The more people who have the opportunity to live and/or work in a mixed-use transit-oriented center, the more who will have the opportunity to drive less or not at all, improving the roads for those whose living or working situation doesn’t allow them to use transit or live closer to work.
In addition, by concentrating offices in locations with transit we will increase opportunities for people to use transit or carpool and for workers in a household to commute to the same center. In fact, there is powerful of corporations to Metro and other transit station locations. 84% of new office development is within 1/4 mile of Metro, and 92% of office leases over 20,000 square feet have been within 1/2 mile of a Metro station. Marriott’s CEO says they will move to a Metro station. Hilton and Choice hotels have both recently moved to Metro, and others are following.
Millenials and downsizing empty nesters are all seeking out more urban, walkable and transit-accessible homes, and among families, we see strong demand for homes closer in — even if the home sizes are smaller.
It’s also important to consider total housing and transportation costs when choosing a home. A pioneering tool called the Housing + Transportation Cost calculator (H+T) shows that the cost of a long commute can make what seems like a more affordable house 25 or 30 miles from DC less affordable when housing and transportation costs are considered together.
The problem with traffic is one of supply and demand but most of the focus is on the supply.
Yes, we supply tons of roads for all of our cars. We’ll never supply enough. In part, that’s because the road network was designed by idiots. The Bethesda side of the Beltway is filled with turns that slow traffic, ending in a downhill to the bridge. That means Virginia traffic is always going uphill into Maryland and trucks will ALWAYS slow up.
So forget supply for a second. Let’s talk demand. Demand is based on traffic. Traffic is based largely on people. People are based on jobs. In DC, jobs are based on one thing — government.
Why the heck is the entire government based in DC? Dept of Agriculture? Sure, there’s lots of manure in DC, but little agriculture. So, let’s put it in Iowa or someplace similar. Dept of Energy? Texas of course. Put HUD in a city that needs more help — like Baltimore. Dept of Interior in some state that has mining, parks and Native American reservations. Move out seven or eight departments (or all of them) and the Beltway bandits that work with them move to. So do the workers.
We boost the economy of those areas and make DC more livable. It will also put our national security in a better position and won’t make DC a target that could decapitate every single government agency. Dan Gainor Columbia
Could wave his magic wand and turn every diesel and gas powered vehicle in the US and Canada into a zero emission vehicles it would have no effect on climate change.
Billions of Chinese and Indians polluting to max are the problem. Vehicle choice should be decided by the buying public and not state and Federal govts. Now I am going out and driving my 1970 BMW 2002 with its detuned F2 engine with 285hp, dual carbs and 3%+ CO. Cry greens cry!
A: Stewart Schwartz
The guy who runs @FixWMATA, Chris Barnes, is attempting to start a riders union. I believe Seattle has one as well, though it’s mainly focused on low-income, student and senior riders. It seems to me to be a necessary step, given the troubles and dangers of Metro. What are your thoughts on an all-inclusive riders union here?
The reality is that for the Washington Metro area, transit accounts for only 15% or so of the overall commuter demand, a figure unlikely to rise in the foreseeable future due to high capital costs and high operating costs – at least at WMATA.
Some 80% of area population and employment growth since the 1980s has occurred outside the Capital Beltway, a trend continuing due to ever higher land costs -resulting in higher housing and office rents in DC and other inner locations.
The Metrorail plan was created in 1960s to serve the then dominant federal workforce then over 90% in DC. Economists have said that the Washington area economy needs to diversify for it to succeed in the future.
Why should taxpayers put funding into a 1960s era Metrorail system when most growth is not occurring in DC and other close in locations?
The office vacancy rate in Crystal City and Rosslyn exceeds 25% and is over 15% in other jurisdictions.
Though advocated by “smart growth” advocates, value capture is not working in reality in most areas. See NY Times article about Hudson Yard redevelopment and tax abatement offered instead of TIF.
What sources of funding do you foresee to build the “Metro Momentum” plan other than an increased sales tax favored by WMATA?
Moving the FBI to Prince George’s will result in massive lost of expertise. A young family with both parents employed as GS9s with the Feds and one kind can’t afford to live in Arlington, Montgomery or close-in Fairfax.
Outer Prince William, Stafford etc is where they can afford to live. They don’t have the disposable income for toll roads. You liberal Dems just dont have a clue.
They are my two options in getting from home to work and back again (I’m not moving; I’m not the only factor in where I live). I could go either way, but the two-lane roads on either side of the river from Point of Rocks makes that way less predictable in time because if there is one accident, the whole road is blocked.
If MD and VA would increase the lanes on Routes 15 and 28, this route would at least be an option for me when there is an accident on the American Legion.
I’ve been living in the area for decades and have worked all around the Beltway. I’ve seen the Intercounty Connector end up miles north of where it was originally designed. I’ve lived through the frustration of having various groups shut down the option of a river crossing between the two bridges.
The farms and open fields have since become neighborhoods and “towns”. The traffic has come even though the bridge was not built! Let’s do something other than HOT lanes on the American Legion!
Re the upriver bridge idea, the first issue is that the study shows only 5% making the “u-shaped commute” with so much more need at the Am Legion. The second is the cost $1 to $2 billion -including a 10-15 mile highway to I270 from the river. We need those $ for the Am Legion and the Metro tunnel. Third, like what happened with the ICC, folks on the Beltway will see no change. As we grow, the more people and companies we can offer the option to live near transit — with a network of transit oriented communities — the less total driving we’ll have. People will have more options.
But the HOT can work and it’s better than trying to build as many as 9 general purpose lanes with major neighborhood destruction. Pricing of HOT lanes helps balance out peak hour demand. But it’s only fair if the net revenues go to transit in the corridor. Express buses and future Metro extension. That gives more people an affordable option and a good chance to work or sleep while on the commute. This is why we would prefer public ownership rather than private so we can keep control of the net revenues.
The HOT lanes mean less land will be taken with less impact on neighborhoods, but they need to do some more work in a couple of communities to reduce the impacts.
What I have noticed over my time in DC, however, is that the increased focus on development in walkable, transit-oriented communities has resulted in a huge distributive effect.
Places that are “close in” to job centers are very unaffordable in this region. A generation ago, a middle class family (e.g., a government employee) could purchase a house in close-in Arlington.
These days, close-in communities like Arlington and DC and notoriously expensive, while farther-flung areas like Springfield and Manassas are where new immigrants and lower-income people must live. Most newer government employees cannot afford to live much closer to DC.
How can planners continue to push close-in development while, it seems, ignoring the increasing problem that the “commuter tax” in time seems to fall more and more on lower income people?
Is there thought being given to the class divide of smart growth, given the nature of public transit as a good for all of the public?
A: Stewart Schwartz
The high demand to live in cities and near transit has created affordability challenges, even as it has brought investment, revitalization, opportunity and safety to once depressed areas. We need more supply including at the underdeveloped metro stations we still have. We need to convert strip shopping corridors into more humane, walkable, mixed use places with new transit and more housing. We need housing trust funds so the public can partner with the private sector to create affordable units and we need inclusionary zoning where developers get density bonuses in return for providing a percentage of affordable units.
It seems people fear solving a problem because it may lead to more people wanting to use the road. In my opinion, it really leads to people looking for alternate routes and driving on roads that were NOT designed to handle the volume.
How many people drive into DC and could take I-66 if it was open to all traffic but use US-29, 50, and other roads instead?
A: Stewart Schwartz
Hopefully, in that time frame the technological progress will cause the public transportation will largely shift from buses/trains operating relatively rarely on a schedule to small self-driving electric vans which we will request from our mobile devices according to our needs.
They will be smartly assigned based on common or similar destinations of passengers, thus their use and routes will be optimized, unlike airport vans (which are assigned first-come first-served so an unlucky person visits the entire region before getting to their destination).
Being self-driving, they will be relatively cheap (no driver wage) and will be capable of driving within inches of each other on highways, optimizing road use and aerodynamic efficiency. A solution like that, combined with the inevitable move to more and more telework, will make much of today’s discussion moot.
Not everyone makes 500k a year. We can’t afford to live in such a neighborhood because the homes/condos etc are a million dollars. And no, building high rises are not the answer for affordability.
Stay safe out there and rejoin me next Monday at noon.