Author: Elena Sorokina

RELEASE: CSG and partners launch a pro-transit coalition to counter Maryland’s I-495/I-270 widening

RELEASE: CSG and partners launch a pro-transit coalition to counter Maryland’s I-495/I-270 widening

FOR IMMEDIATE RELEASE

Friday, January 3, 2020

CONTACT:

Jane Lyons, Coalition for Smarter Growth

jane@smartergrowth.net | (202) 675-0016

Lindsey Mendelson, Maryland Sierra Club

lindsey.mendelson@mdsierra.org | (240) 706-7901

Maryland Advocates React to Hogan-Franchot Agreement and 

Launch Coalition to Change Direction of State Transportation Policy

MARYLAND — Following today’s announcement of an agreement between Governor Hogan and Comptroller Franchot and in advance of Wednesday’s Board of Public Works vote, 18 non-profit and community advocacy organizations launched a new coalition to change the direction of state transportation policy. The groups share a concern for protecting the environment and communities, and more effectively addressing the state’s transportation problems — through transit, transit-oriented development, and demand management strategies. 

Formation of Maryland Advocates for Sustainable Transportation (MAST) follows public outcry against Governor Hogan’s and former Secretary Rahn’s ill-conceived and harmful plans to expand the Capital Beltway and I-270. The outcry prompted a delay in the December Board of Public Works vote to approve a hastily revised Public-Private Partnership (P3) proposal for the highways. A premature vote is now scheduled for January 8th. 

The coalition is calling on the Governor and incoming secretary to reverse course on the administration’s misguided highway expansion plan and to steer the state toward better solutions. MAST members sent a letter to Administrator Slater calling on him to change MDOT’s approach to transportation policy if he is confirmed by the Maryland Senate.

Reliable, transit and land use focused solutions — MAST supports transportation solutions that effectively address the climate crisis and our transportation problems, rather than exacerbate them. These integrated solutions include expanding reliable transit, bicycle, and pedestrian infrastructure; using transportation demand management; encouraging more transit-oriented land use with affordable housing; and a maintenance-first approach to road and bridge infrastructure. This approach will allow Maryland to grow without increasing driving, traffic, and greenhouse gas emissions.

MAST will support a bill to increase capital investment in the Maryland Transit Administration, which has a deferred maintenance backlog of $1.5 billion and is facing funding cuts by MDOT, and another bill that addresses the weaknesses in the state’s P3 law.

Flaws in the I-495 and I-270 proposal: MAST joins with state legislators and local elected officials and planners who have identified significant shortcomings in MDOT’s toll lanes proposal, including:

  • Faulty P3 process and lack of transparency — MDOT’s P3 process for I-495 and I-270 has been flawed from the outset, including being rushed ahead of the environmental review process and the lack of objective alternatives analysis. MAST calls on MDOT to release their financial analyses, toll projections, and traffic modeling for independent review.
  • Failure to account for induced demand and increased air pollution — Research and experience shows that adding highway capacity inevitably leads to more vehicles on the road and more pollution from those vehicles, with expanded highways filling-up in as few as five years. MDOT’s study fails to consider an integrated transit-oriented development, transit, and demand management alternative.
  • Financial risks — The early Virginia experience shows that poorly structured P3 deals carry heavy financial risks, with taxpayers shouldering the bill when tolls cannot cover the costs of the project as planned or other problems occur.
  • Environmental harm — The highway expansion proposal would take valued park land, streams, and rivers in a number of locations; exacerbate stormwater runoff; require the loss of a number of homes; and directly affect 1,000 or more private properties.

“It is unlawful to proceed in securing implementation partnerships and contracts without completion and consideration of Environmental Impact Studies and related mitigation,” said Audubon Naturalist Society Executive Director Lisa Alexander.

“Transit and walkable, transit-oriented development are not only more effective in reducing vehicle trips, they attract jobs and residents. Marriott’s move to Bethesda Metro and Amazon’s move to Crystal City/Pentagon City are a testament to the value of transit-oriented development,” said Stewart Schwartz, Executive Director, Coalition for Smarter Growth.

“Maryland has committed to reducing greenhouse gas emissions, yet toll lanes will fuel more long-distance commuting, which increases driving, emissions, air pollution, water pollution, and traffic,” said Nancy Soreng, League of Women Voters of Maryland.

“Sustainable transportation solutions also spur more economic development and increase opportunities for socioeconomic mobility,” said Kimberly Brandt, Director of Smart Growth Maryland.

“The state must work together with local jurisdictions to find transportation solutions that are good for local residents, good for the environment, and good for Maryland taxpayers” said Brian Ditzler, Chair of Maryland Sierra Club.

Presently, 18 organizations have signed MAST’s principles statement. Follow the coalition by visiting MAST on Facebook and Twitter. A MAST website is now in development.

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Maryland Advocates for Sustainable Transportation (MAST) is a coalition of 18 non-profit and community advocacy organizations pushing for more sustainable alternatives to highway expansion. Signers of the coalition’s principles statement include: 350 Montgomery County, Audubon Naturalist Society, Baltimore Transit Equity Coalition, Bike Maryland, Central Maryland Transportation Alliance, Coalition for Smarter Growth, Corazón Latino, Friends of Sligo Creek, Greater Farmland Civic Association, Greater Greater Washington, Interfaith Power & Light (DC.MD.NoVA), League of Women Voters of Maryland, Maryland Sierra Club, National Parks Conservation Association, Neighbors of the Northwest Branch, Rails to Trails Conservancy, Smart Growth Maryland, and Washington Area Bicyclist Association.

Join us for Better Buses, Better Cities: A book talk

Join us for Better Buses, Better Cities: A book talk

Join author Steven Higashide and local transit to discuss his new book published by Island Press: Better Buses, Better Cities: How to Plan, Run, and Win the Fight for Effective Transit. This event aims to help DC advocates learn from a national expert about how we can win the fight for better buses. This book talk follows Coalition for Smarter Growth’s release of the DC Metrobus report card and the region’s Bus Transformation Project’s recommendations. Sponsored by Smart Growth America, Coalition for Smarter Growth, Island Press and Georgetown University Urban & Regional Planning Program.

Where

Georgetown University School of Continuing Studies 640 Massachusetts Ave. NW Washington DC 20001

When

December 12, 2019 from 6 p.m. – 8:30 p.m.

About Steven Higashide

Mr. Higashide is one of America’s leading experts on public transportation and the people who use it. As director of research for the national foundation TransitCenter, Higashide has authored groundbreaking reports that have redefined how decision makers and journalists understand transit. He has taken the bus in 28 cities around the US and the world.

Letter to Governor Hogan opposing I-270/495 expansion

December 3, 2019

The Honorable Larry Hogan

State of Maryland

Governor

100 State Circle

Annapolis, MD 21401 

Re: Capital Beltway and I-270 

Dear Governor Hogan: 

We are writing to share our strong and continuing concerns with your proposals for the Capital Beltway and I-270. We urge you to delay further action at the Board of Public Works and any steps toward a public-private partnership, until you conduct a comprehensive alternatives and impact analysis under the National Environmental Policy Act (NEPA). 

As we have noted before, MDOT failed to study an integrated transit-oriented development (TOD), transit and demand management alternative to your proposed toll lanes. This is important because your proposal will increase, not decrease driving demand, whereas a transit- oriented development approach that includes buildout of development at Prince George’s 15 Metro stations, Montgomery’s 13 stations, and selected MARC stations will reduce vehicle trips and vehicle miles traveled while providing the competitive placemaking environment so much in demand by people and corporations today. Transit components of this alternative include the Purple Line, Metro capacity expansion, MARC expansion, and bus rapid transit (BRT) networks. The Council of Governments recently determined that TOD, BRT, and Metro all performed best in improving the performance of our highways. 

If the Amazon decision to locate in Arlington near two Metro stations tells us anything, it’s that transit-oriented development (TOD) is our future. In fact, the WMATA Connect Greater Washington study shows that build-out of the DC region’s Metro stations would so shift travel modes and trip patterns that we would avoid having to add 1000 lane miles of new roads and thousands of parking spaces. At the same time, Metro would go from needing public operating subsidies to annual operating surpluses because the trains would be full in both directions and all day due to the amount of development at the suburban stations. 

Your proposed toll lanes will fail because of induced demand: the new capacity created by the toll lanes, especially through diversion from the general-purpose lanes, will not last. The general-purpose lanes will fill up again as people decide to live farther away from work to take advantage of the initial time savings or decide to switch to driving from other modes or to drive more often. At the same time, vehicles seeking to reach the new capacity will add to traffic on all connecting roads. Additionally, toll lanes have termini, and the congestion which occurs at these termini, where multiple new lanes merge into the regular lanes, is regularly substantial; the congestion is merely moved “down the line” by some miles. By fueling more long-distance living and commuting, toll lanes add to vehicle miles traveled, greenhouse gas emissions, air pollution, water pollution, and traffic. Last, but not least, they raise serious equity concerns. 

As the Virginia experience has shown, the 12-lane highways that result from adding four toll lanes to the Beltway and other highways are a massive, generational alteration of our landscape and come at high cost to homes and neighborhoods, people and health, and the environment. You have committed to reducing greenhouse gas emissions in Maryland, yet the toll lanes will increase driving and emissions. In contrast, the comprehensive TOD, transit and demand management alternative will reduce vehicle trips, vehicle miles traveled and greenhouse gas emissions. 

We have been extremely concerned about the process that has been applied to the toll highway proposals, as have the Comptroller and Treasurer, members of the legislature, the local community and local elected officials, and the Maryland National Capital Park and Planning Commission. The failure to complete the NEPA process including full alternatives and impacts analysis, creates significant risks for the project, both legal and financial. 

The Comptroller promised the project would not be approved by the Board until the EIS is complete. Your proposed timeline assumes an agreement will happen in February of 2021 even though the NEPA process from the upper portion of I-270 has still not begun. Moreover, the Department of Legislative Services recommended that the P3 statute be amended to prohibit the submission of a pre-solicitation report prior to the availability of an environmental impact statement which has not yet been released. 

The Maryland National Capital Park and Planning Commission (M-NCPPC) has twice decided unanimously not to concur with the alternatives for the project. To this date–the public and M- NCPCC still don’t have origin-and-destination data, stormwater management impacts, financial assumptions, toll rates and other critical information that is important for this solicitation proposal to be approved. 

For all of the reasons we outline in this letter, we once again urge you to delay further action at the Board of Public Works and any steps toward a public-private partnership, until you conduct a comprehensive alternatives and impact analysis under the National Environmental Policy Act (NEPA), and to ultimately adopt the more effective and sustainable transit-oriented approach that we have outlined here. 

Sincerely, 

Denisse Guitarra | Maryland Conservation Advocate | Audubon Naturalist Society 

Brian O’Malley | President & CEO | Central Maryland Transportation Alliance 

Stewart Schwartz | Executive Director | Coalition for Smarter Growth 

Ed Rich | President | Greater Farmland Civic Association 

Lois Hybl and Richard Willson | Co-Presidents | League of Women Voters of Maryland 

Pamela Goddard | Senior Program Director, Mid-Atlantic Region | National Parks Conservation Association 

Josh Tulkin | Director | Sierra Club, Maryland Chapter 

Kimberly Golden Brandt | Director | Smart Growth Maryland

Testimony supporting Maryland Housing Impact Fairness Act

November 21, 2019

Montgomery County Council

Council Office Building

100 Maryland Ave.

Rockville, MD 20850

Bill 34-19, Taxation – Development Impact Taxes – Affordable Housing – Housing Impact Fairness Act (Support)

Testimony for December 3, 2019

Kimberly Golden Brandt, Director, Smart Growth Maryland

Jane Lyons, Maryland Advocacy Manager, Coalition for Smarter Growth

President Navarro and Councilmembers, thank you for the opportunity to speak today. My name is Kim Golden Brandt, Director of Smart Growth Maryland, which advocates for a more environmentally and economically sustainable future that creates opportunities for all Marylanders through better development patterns. I am also speaking on behalf of the Coalition for Smarter Growth, the leading organization in the D.C. region advocating for walkable, inclusive, transit-oriented communities. 

First, thank you to the Council for your support of affordable housing, shown through your continued investment in the Housing Initiative Fund and recent adoption of the Council of Government’s housing targets. In addition to the legislation before us this evening, we welcome additional proposals that will help get the HIF to the $100 million per year goal and help double housing production to meet the COG targets.

We support the Housing Impact Fairness Act, given the existing and growing need for both affordable housing and school construction funding. This legislation ensures that all new construction contributes for its impact. 

For example, there was a $575,000 home from 1953 on Dickens Avenue in Bethesda. It was torn down and replaced with a 4,891 square foot, $1.425 million home. When this happens again and again in a neighborhood, middle-class households are replaced by wealthier households. Teardowns can lead to neighborhoods becoming more exclusionary over time, especially when “middle” housing types are missing.

On average, the additional impact fees would result in a newly rebuilt home costing $1.8 million instead of $1.75 million. As with all taxes, this is a statement of values. The HIF portion of the impact tax from just this one teardown would go a long way to helping provide affordable housing, for example, more than covering the rent of two very low-income families for over a year. Or it would meaningfully contribute to more room in our schools for students. For homes built after 1986, we’ve already made that value judgement to support these goals.

In addition to our support of the bill, we also offer the following amendments and considerations. First, to ensure that this proposal will be a net gain in revenue over time, we welcome additional economic analysis. The recordation tax and increased property taxes that come from teardowns also go towards affordable housing, school construction, and other investments.

Next, we recognize that some neighborhoods, especially those with older structures, need investment including improved housing stock, and that teardowns can offer that needed investment. Therefore, we welcome an amendment that exempts blighted or condemned properties.

Finally, we ask the PHED committee to strongly consider exempting properties if an additional living unit is provided. This policy could be modeled after Portland’s residential infill project. Replacing one home with another does nothing to address the county’s housing shortage. If we do not build enough homes to address demand, then older homes will just continue to become more and more unaffordable.

Thank you for your time.

CSG in the News: Reaction to the New American Legion Bridge Announcement

CSG in the News: Reaction to the New American Legion Bridge Announcement

‘We are distressed’ | New American Legion Bridge will amplify traffic, experts say

by Pete Muntean, WUSA9, November 12, 2019

WASHINGTON — The Governors of Maryland and Virginia are promising an end to crippling congestion over the American Legion Bridge, but opponents say the idea will make Beltway traffic even worse traffic for years to come.  

“We are distressed,” Stewart Schwartz of the Coalition for Smarter Growth. He criticized Maryland Governor Larry Hogan and Virginia Governor Ralph Northam’s announcement that the traffic-choked Potomac River crossing would be rebuilt and widened. “There’s a natural feeling that adding capacity to roads will make a difference and what we’re seeing is it doesn’t,” Schwartz said.

Read the full story by WUSA9 here.

CSG in the News: “Better Buses, Better Cities” breaks down how transit advocates can win

CSG in the News: “Better Buses, Better Cities” breaks down how transit advocates can win

The new book “Better Buses, Better Cities” breaks down how transit advocates can win

by David McAuley, Greater Greater Washington, November 12, 2019

Author Steven Higashide describes his new book Better Buses, Better Cities: How to Plan, Run, and Win the Fight for Effective Transit as “half technical backgrounder, half political field manual” for public transit – especially bus – advocates. 

Local transit activists (and GGWash contributors) Cheryl Cort, Aimee Custis, Kishan Putta, and Dan Malouff all get shout-outs, mostly for pushing forward the 16th Street NW dedicated bus lane, scheduled for next year. 

Read the full story on Greater Greater Washington.

CSG in the News: What’s being done to avoid another infrastructure crisis

CSG in the News: What’s being done to avoid another infrastructure crisis

by Al Jones and Steve Burns, 1010 WINS, November 7, 2019

NEW YORK (1010 WINS) — Over 60 plus years ago, the dream for America’s highway system was the orderly, rapid movement of shiny sleek vehicles traveling 100 miles an hour on roads that connected population centers. Today, that long ago dream seems like a scene from a cartoon. In reality, our roads are a rough, hot mess.

Bringing transit back to its former glory will of course take more money, and a lot of community buy-in, especially in how those communities are built. In the words of one expert, “office parks are dead.”

“Those separated office parks and shopping centers and homes have meant more traffic than we can handle,” said Stewart Schwartz, from the Coalition for Smarter Growth in Washington, D.C.

View the full story here.

Photo credit: Getty Images

Dan Reed’s Speech to CSG’s Smart Growth Social 2019

“Good evening! My name is Dan Reed, and I’m an urban planner at Toole Design Group and writer who’s been active in this community for over a decade. first off, I want to thank all of you for being here, for taking time out of your busy days to support the Coalition for Smarter Growth and all of the hard work they’ve done over the past 20-plus years to make this region a stronger, more sustainable, more equitable place and I’d also like to thank them for having me, and for moving up tonight’s event so you’ll have a chance to watch the big game at 9pm tonight — by which I mean the High Heel Race. 

“At first I was going to make a slideshow but I remembered how restless I get when there’s a speaker at events like this, so instead I’ll tell you what my slides would be about, and I’ll keep it quick. 

“A few months ago I was speaking in Montgomery County and someone in the audience told me that they’re 51 years old and have lived in 34 different places in their life. I was surprised by that, but I stopped to think about it and realized that, at 31, I’ve lived in 15 different houses. 

“I’ve lived in 15 different houses, in DC, in Maryland, in Pennsylvania. I’ve lived in garden apartments and high-rise apartments and a Canada Dry bottling plant converted to condominiums and a rowhouse converted to apartments and dorm rooms and a 1950s group house where we put out bowls to catch the roof leaks.

“The average walkscore is 46. The lowest walkscore was 21, in Suitland, in Prince George’s County, where I came home to after I was born. My mother bought this bright yellow townhouse in 1984 when she was 23, a bank teller with a high school degree who decided to trade in her Trans Am for a Honda Accord and head back to school. The highest was 90, in West Philadelphia, a Victorian rowhouse with a big front porch where I lived when I quit a good job and left everything and everyone I had ever known to live in a new place and go back to school myself.

“A house can be many things. It is a shelter, a container for the people and things you care about, a platform for building a life, a launchpad for hopes and dreams, a fine tether to a better life. A house can be a choice: the choice to take a risk to take a job to leave a job to start a family to step out on your own to try on a new place to return to your home town.

“A house gave my mother’s family a chance in this country when they emigrated here from the Caribbean, as my grandparents sent their thirteen children one by one to a studio apartment in a Columbia Heights still reeling from the 1968 riots. A house gave my dad a chance in this city when he moved here after college from rural North Carolina, led by an article in Black Enterprise magazine saying this was the best place for a young black person to make a life.

“A house gave my cousin a second chance when he got out of jail and put his life back together in the split-level my parents bought in Silver Spring, the same house I moved back to after school, three times, each one unemployed with nowhere to go.

“Every day people in this city in this region pour their blood sweat and tears out just to afford to live here, to build a life or a career or a family. And every day the simple goal of having a container for the people and things you care about gets farther and farther away, as prices skyrocket and as commutes lengthen. 

“The median home price in DC topped $600,000 this summer, and in the surrounding counties it isn’t much better. Home prices are three times what they were in 1990, and the Urban Institute found that nearly a half million households are at risk of displacement. They say we’ll need 374,000 new homes by 2030 to meet the chronic shortage of housing, a majority of which need to be priced for low- and moderate-income households.

“Meanwhile, the obstacles seem numerous. In Maryland, Montgomery County has effectively banned new homes in its most jobs- and transit-rich communities because of schools. In Virginia, real estate speculation in anticipation of Amazon’s HQ2 has raised concerns about displacement from working-class, inside-the-Beltway neighborhoods. And as DC mayor Muriel Bowser announced a plan to place affordable housing in all eight wards, thousands of homes are tied up in lawsuits from wealthy homeowners who care more about their needs than those of the community as a whole.

“Our housing crisis – the intertwined challenges of gentrification and displacement closer in, and disinvestment and sprawl further out – is really a social crisis, an economic crisis, and an environmental crisis. Instead of giving people more choices, we’re taking them away: if you’re on a budget, your choice is to pay an impossible sum to be near friends, family, school, jobs, and all of the things that make life good, or a punishing commute to the edges of the region for something you can afford. 

“And that is nothing short of a tragedy. It shouldn’t be a luxury to have a place to live in a neighborhood where you can walk and bike safely, access your daily needs, send your kids to decent schools, and be near the people you care about. Not that long ago, it wasn’t a luxury here.

“Just as I learned of the stories how my family came to this area, I’ve watched as friends and family leave for places where life just seems easier. Many of my relatives have left the region, or are planning to. Our family friends raised a family in Prince George’s County and moved to Raleigh, North Carolina because their kids couldn’t afford to raise families here, and they didn’t want to miss out on their grandchildren. 

“That’s why the work CSG does is so important. Each day, the hard working staff of this organization fights to make this region a place where people can afford to stay in the communities they care about, where people aren’t trapped in polluting, unhealthy car commutes, where our region can properly be the engine of social and economic opportunity that draws people from around the country and around the world to make their dreams come true. And they have built a community of supporters around this work.

“CSG has supported me throughout my career, going all the way back to 2012 when they graciously gave me a scholarship to travel to California to attend a transit conference. Over the past seven years, I’ve had the pleasure to work with Stewart, Cheryl, Jane, and many other current and former CSG staff who I all count among my friends, fighting for better transit, safer streets, affordable housing, and strong, accessible, diverse neighborhoods that give people – my people, my friends, my family – the chance to stay here.

“Fingers crossed, in three days my partner and I will be closing on house number 16, a townhome in East Silver Spring, where we’ll be close to our jobs (walking distance no less) and to all of the people we care about. For a long time I’d assumed it would never happen, that we would inevitably end up somewhere else, that every neighbor or elected official who railed against new people and new homes was a message that were didn’t belong here anymore, in the place where we grew up. I’m glad that I was wrong. I’m glad that we get to keep up the fight for everyone else who feels they don’t have a place here anymore, and I’m glad that CSG is here to keep up that fight. Thank you again, I hope you have a great night, and go Nats!”