WASHINGTON – (WMAL) In a bold vision that would shake up the region’s transportation scene, D.C. Councilmember David Grosso is proposing the District take over operations of Metrobuses that run only within D.C., and to increase funding in order to eliminate fares.

“Instead of paying WMATA to operate these routes for our residents, let’s do it ourselves. We can task DDOT with running or contracting out the service, as we do with the Circulator. We could even brand them with the Circulator’s now-ubiquitous red and black,” Grosso writes on the urban planning website Greater Greater Washington. “Let’s take those millions of dollars we pay annually to WMATA, invest additional funds, and provide the type of transportation system that residents can rely on, one that is an attractive alternative to Metrorail.”

Grosso says it would give WMATA one less thing to worry about as they work to fix the rail side of operations, and would allow for additional investment that Maryland and Virginia may balk at otherwise. In making the buses free to ride, Grosso says it would also increase ridership, reduce the strain on Metrorail, speed up the boarding process, and reduce confrontations between drivers and passengers.

“To be clear, the city would not turn a profit under this scheme; we never have from our public transportation (or roads and highway projects for that matter),” Grosso writes. “But that’s not the point. What we’d get is something much greater.”

Some worry the proposal could further solidify philosophical differences between Maryland, the District, and Virginia.

“I’ve got mixed feelings,” Coalition for Smarter Growth Executive Director Stewart Schwartz tells WMAL. “There could be negative consequences in further fragmenting our regional bus networks. I worry it could distract from the regional conversation and regional commitment we need to have for the funding Metro needs.”

D.C. has been a leading advocate in increasing funding for Metro. Mayor Muriel Bowser has publicly called for the establishment of a new tax region-wide to serve as a dedicated funding source for Metro. The Governors of Maryland and Virginia have advocated for a more cautious approach, waiting to see if Metro can improve its operations and finances first before committing to more money.

Schwartz says the region’s ability to compete on a global level hinges on cooperation across borders around D.C.

“The more we can keep ourselves tied together through our transit system, and even other utility systems, and the more we can work together through regional bodies, the better for our region’s economic competitiveness.”

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The D.C. Court of Appeals vacated the Zoning Commission’s approval of the McMillan Sand Filtration site redevelopment only one day after the groundbreaking, as reported by UrbanTurf. The court’s decision found that the D.C. Zoning Commission did not adequately address how the redevelopment would impact the nearby neighborhoods.

The ruling made by the D.C. Court of Appeals reads:

“In the first order, the Zoning Commission approved Vision McMillan Partner’s application for a planned unit development (PUD) on the site. In the other two orders, the Mayor’s Agent for Historic Preservation approved permits allowing [Vision McMillan Partners] to demolish certain structures on the site and to subdivide the site. Petitioner Friends of McMillan Park (FOMP) challenges these orders. Specifically, FOMP argues that the project is inconsistent with the District’s Comprehensive Plan and that the Commission failed to adequately explain its conclusions.”

In a statement, the non-profit organization, Friends of McMillan Park, described the ruling as “a great victory for our long efforts.” Friends of McMillan Park has stated that their hope for the property is to only construct a park.

Kirby Vining, treasurer of Friends of McMillan Park, told DCist, “The court is the first time that we’ve had an objective look at what the city is actually doing with this land.”

Despite the win for Friends of McMillan Park, the court doesn’t totally agree with the non-profit. According to DCist, the court believes that in certain cases high-density development could be justified for the 25-acre site..

The delivery for the redevelopment was slated for 2018. Plans involved 531 apartments and a 52,000-square-foot Harris Teeter from Jair Lynch as well as 146 townhouses from EYA. Plans also included an eight-acre park, 17,500-square-foot community center, and roughly 1 million square feet towards medical office space from Trammell Crow.

UPDATE: The Coalition for Smarter Growth Policy Director Cheryl Cort issued the following statement:

“The Appeals Court ruling is a disappointing setback to delivering the city’s largest new park for all of us to enjoy. The ruling also delays much-needed housing and affordable housing, a new grocery store, and the historic restoration of aging structures.

Whatever the next steps to win a mixed-use McMillan development, the Court’s interpretation of the District’s Comprehensive Plan underscores just how important it is for residents to get involved with the ongoing Comprehensive Plan amendment process to clarify the plan as our city’s vision for guiding growth.”

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WASHINGTON — (WMAL) It was one year ago today that Paul Wiedefeld took over possibly the least-coveted job in the transportation world in starting to chart a path forward for the floundering Metro system. Many D.C.-area leaders and transportation experts agree Wiedefeld has given the system some hope, but there is still much to be done both in the short and long term, and many sharp disagreements about the direction still to be ironed out.

“He has been willing to make the tough decisions,” Virginia Congressman Gerry Connolly told WMAL. “Which many of his predecessors, frankly, did not do.”

Chief among those tough decisions was the unprecedented move to close the system for an entire day on March 16. The region was given little more than a few hours notice that the system would be shuttered for 24 hours that Wednesday to do an emergency inspection of jumper cables.

“That showed his ability to make tough decisions and stand by them,” Coalition for Smarter Growth Executive Director Stewart Schwartz told WMAL. “It really established his role as a leader.”

Those same sentiments were expressed when Wiedefeld put together the 10-month track rehabilitation plan known as Safe Track, designed to compress three years’ worth of work into a much shorter time span. It was also seen in some in-the-weeds issues like workforce development. Wiedefeld announced the firing of 20 managers in May, and layoffs to the tune of 500 positions in July in an attempt to turn around the oft-criticized culture of the system.

Some say Wiedefeld’s effort to turn around operations and safety is inspiring other area leaders to finally start tackling the long-term issues that are out of Wiedefeld’s hands, like overhauling how Metro gets its money, and increasing its subsidies to further the system’s improvement.

“We appreciate Paul’s sense of urgency and focus on what needs to be done,” Greater Washington Board of Trade President Jim Dinegar said. “How we’re going to pay for it, how it’s going to be governed and all the rest is a work in progress, but I believe there is a growing sense of urgency.”

That urgency is appreciated by Metro Board Chairman Jack Evans, who again warned his colleagues of the dire straits ahead.

“We are faced with these staggering costs here,” Evans said during a D.C. Council breakfast Tuesday. “We are looking at $160 million in the next two years in operating costs, and $492 million in capital costs, increases that we have to put into Metro, or not. And the ‘or not’ is, the system’s just going to stop running.”

Evans proceeded to rail against jurisdictions in Maryland and Virginia that he says have been dragging their feet on giving Metro what it needs.

“Loudoun County is the richest county in America. Fairfax County is the second-richest county in America. Arlington County is the sixth-richest county in America, and Montgomery County is the eighth-richest county in America,” Evans said. “These are the jurisdictions who can’t afford to pay for Metro.”

Evans’ comments do little to help a system where cross-jurisdictional cooperation is key, Connolly said.

“You can’t be Chairman of Metro and trash your compact partners,” Connolly said. “I have a Republican General Assembly in Richmond I have to sell (an increase in funding) to. And Jack Evans, every time he opens his mouth, makes that job harder.”

Evans made waves two weeks ago when he questioned Maryland Governor Larry Hogan’s motivations in refusing to give Metro extra money, insinuating the Republican cares little for constituents in Montgomery and Prince George’s Counties since it is a heavily Democratic area. Hogan’s office dismissed those claims, and a spokeswoman questioned Evans’ fitness for the job.

“The system needs strong, balanced, and rational leadership,” the spokeswoman said, “and if this chairman can’t provide it, then it’s time to find someone who can.”

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A review of more than 450 written public comments and more than an hour of in-person public comment and board discussion preceded a final vote by the TPB on November 16 to amend the region’s Constrained Long-Range Transportation Plan (CLRP). Regularly updating the plan is one of the TPB’s primary responsibilities as the federally designated metropolitan planning organization for the region.

This year’s CLRP amendment added five major new projects, including new Express Lanes on I-395, an 11-mile extension of Virginia Railway Express (VRE) commuter rail, new bus-only lanes on 16th Street in the District of Columbia, and an expansion of the District’s dedicated bicycle-lane network. The amendment also made changes to four major projects already in the plan and included several other smaller additions and changes.

MORE: See all of the major additions and changes in the 2016 CLRP Amendment

5 key CLRP-related actions at the Nov. 16 TPB meeting

The TPB took five formal actions to finalize this year’s CLRP amendment. The actions together pave the way for the TPB to submit the amendment and an update of the region’s six-year Transportation Improvement Program (TIP) for federal review and approval.

• ACTION #1: Accepted public comments and staff and agency responses to comments.The board reviewed and accepted the more than 450 written comments received during a 30-day comment period that ended November 12. The board also reviewed and accepted a set of “responses” developed by staff and sponsoring agencies explaining how the issues raised have been or will be addressed or directing commenters to other appropriate avenues to share their input. Listen to the full presentation and discussion.
• ACTION #2: Approved the results of the Air Quality Conformity Analysis. The federally required analysis demonstrated that future vehicle-related emissions of certain smog-forming pollutants will fall sharply in coming years under the plan and remain below approved regional limits. Most of the reductions will be thanks to tighter federal controls on vehicle technology and fuel formulation. Board member Dave Snyder (Falls Church) reminded the board that the region needs to remain committed to achieving further reductions through measures like transportation demand management, since tougher new air quality standards are expected in coming years. Listen to the discussion and vote.
• ACTION #3: Adopted the 2016 CLRP Amendment. The amendment included five major new projects, changes to four major projects already in the plan, and dozens of other smaller additions and changes. The amendment also reaffirms the hundreds of regionally significant highway, transit, and bicycle and pedestrian projects already in the plan. Four of the 28 board members present voted against the amendment, saying the plan does too little to improve the region’s transportation future. Listen to the discussion and vote or read more analysis below.
• ACTION #4: Approved the FY 2017-2022 Transportation Improvement Program (TIP).The TIP identifies amounts and sources of funding for hundreds of projects programmed for planning, engineering, or construction over the next six years. The TPB updates the TIP every two years, usually in conjunction with an update to the long-range plan. Listen to the presentation and vote.
• ACTION #5: Approved a certification of the metropolitan transportation planning process. When it approves the TIP, the TPB must also certify that the metropolitan transportation planning process it carries out meets all relevant federal requirements. Some board members expressed some reservations about the certification but ultimately voted to approve it. Listen to the presentation and vote.

A mix of criticism and praise emerged in the final discussion of the 2016 CLRP Amendment

Extensive public comment and board discussion preceded the TPB’s final votes related to the 2016 CLRP Amendment. Staff summarized and presented the more than 450 written comments submitted during a formal 30-day public comment period. Four people presented in-person comments at the beginning of the meeting. And several board members spoke up to express concerns, ask questions, or to explain their support for this year’s amendment.

In the end, the board approved the 2016 CLRP Amendment with broad support, saying that the projects in this year’s amendment were worthwhile and needed. But there was also a sense that the TPB should work toward developing a plan that will more positively impact future travel behavior and travel conditions in the region.
Public comments focused on two main projects but many addressed a range of other issues

In all, the TPB received more than 450 written comments from individuals, businesses, organizations, and governmental representatives during the 30-day comment period that ended November 12. Most focused on two of the proposed additions in this year’s CLRP amendment:

• I-395 Express Lanes: More than 300 comments addressed the proposed addition of express toll lanes on I-395 in Northern Virginia. All but a few expressed support for the projects, for reasons including improved travel time for all users, the use of private rather than public funding, and that the tolls from the lanes will provide a revenue stream for transit improvements in the corridor. A couple of comments expressed concern about the potential adverse impacts of the lanes on lower-income travelers, while others said that no toll revenue should be used for transit services in the corridor.
• DC dedicated bicycle-lane network: About 160 comments addressed the District’s plan to expand its dedicated bicycle-lane network by removing travel lanes for automobile traffic on certain road segments throughout the city. Specifically, the comments opposed the addition of bicycle lanes on a portion of 6th Street NW, citing impacts on parking for several nearby churches as well as traffic implications for major downtown event venues. Representatives from the United House of Prayer, one of the churches affected by the 6th Street proposal, provided in-person comments at the TPB’s October meeting highlighting their congregation’s concerns. DDOT officials said the agency would work with church leaders to determine the best routing for the new bike lanes.

MORE: Full summary of all comments received on the 2016 CLRP Amendment

The November 16 meeting also featured in-person public comment from representatives of four area organizations. Kevin McNulty (Northern Virginia Chamber of Commerce) and Brandon Shaw (Prince William County Chamber of Commerce) both spoke in favor of the projects slated for inclusion in the 2016 CLRP Amendment, citing the impact the projects will have on the region’s economy. Nancy Smith (Northern Virginia Transportation Alliance) applauded the key road projects in Virginia but said that the region needs a more strategic approach to identifying worthwhile projects that will have a truly regional impact.

Stewart Schwartz (Coalition for Smarter Growth) applauded the transit investments slated to be included in the plan but told board members that transportation investment will only get the region so far in solving its transportation problems. He said that more efficient growth patterns and land-use will be necessary to address regional transportation challenges.

Board member Linda Smyth pressed VDOT on allowing commercial trucks to use I-66 Express Lanes

Last year’s CLRP amendment included the addition of a Virginia Department of Transportation (VDOT) plan to add new express toll lanes to I-66 inside and outside the Capital Beltway. The agency has since said that the private concessionaire that will build and operate the lanes has proposed allowing commercial trucks to use the lanes on the portion of the facility outside the Beltway.

At the November 16 meeting, board member Linda Smyth (Fairfax County) reiterated her ongoing concerns about the air quality, noise, and traffic impacts of allowing commercial truck traffic on the new lanes and pressed VDOT for an analysis of potential impacts.

“I understand what VDOT is saying here, except their analysis is not complete. The environmental analysis should include the impacts on neighborhoods and air quality,” Smyth said. “What they’re looking at essentially is the through-movements of trucks on the express lanes, not where they get off on the ramps and what neighborhoods they then drive through. And that should be part of the analysis.”

VDOT’s Rene’e Hamilton told Smyth that the state will study the effects as part of a reevaluation of the environmental analysis of the project.

“We are going to go through a reevaluation and look at those interchanges and potentially the impacts to neighborhoods around there,” Hamilton said. “We will go back in and look at air, noise, and all the traffic related to any changes,” she said.

Hamilton also explained that the results of that analysis would be taken through a public review and comment process, including bringing it back to the TPB, before VDOT makes a final decision.

“I will look forward to a very comprehensive analysis,” Smyth responded.

Four board members voted against CLRP approval, saying the plan falls short

“I understand the importance of why we do this work, keeping the system going. But I do think it’s important that at least some of us register our frustration that we do not have a CLRP that actually reduces congestion and improves performance by whatever related standards we determine are appropriate.”

That was the sentiment of board member Peter Schwartz (Fauquier County), who along with three other board members voted against adoption of the 2016 CLRP Amendment.

Schwartz, along with two of the other opponents, Marc Elrich (Montgomery County) and Neil Harris (Gaithersburg), cited the CLRP’s failure to improve travel conditions in the region despite tens of billions of dollars in capacity-expanding highway and transit projects.

“Some of us need to say more concretely that we don’t think this is where we really need to be,” Elrich said.

Metro’s Shyam Kannan was responsible for the fourth “nay” vote, saying that the transit agency could not support any amendment to the plan that did not include sufficient funding for Metro’s capital needs, including both reinvestment in existing infrastructure and key expansion projects.

The CLRP amendment ultimately passed with broad support—24 of 28 board members who were present voted in favor of the amendment.

Some board members publicly voiced their intention to cast a “yea” vote, including Jay Fisette (Arlington County), who said that the CLRP amendment process had given localities the chance to work with VDOT to refine the I-395 Express Lanes project.

“This project now includes as a base condition a minimum of $15 million annually for multimodal improvements in the corridor to promote transit use and moving more people and fewer vehicles. That was nowhere a part of the plan earlier,” Fisette said.

Board member Martin Nohe (Prince William County) also voiced his support, bringing a dose of reality to the discussion. Nohe said he agreed with the comments that the region needs a better long-range plan, but that the CLRP isn’t that plan.

“I believe we do need a bigger, multijurisdictional, regional plan that says, ‘Here is what we can do if we had the money,’” he said. “But the fact is, [the CLRP] is what we can do with the money that we have, and therefore I think we should go do it.”

Also publicly voicing their support were board members Cathy Hudgins (Fairfax County), Jonathan Way (City of Manassas), R. Earl Lewis, Jr. (MDOT), and TPB Chairman Tim Lovain (Alexandria).

Next steps for the CLRP

The 2016 CLRP Amendment as adopted will now be submitted for federal review and approval. The TPB will forgo a 2017 plan amendment and instead focus on the next major four-year update of the plan as required by federal law. The update will include revised estimates of available revenue and is expected to include a new “unconstrained” element to highlight projects for which funding has not yet been identified but that area leaders might want to rally support around to find new funding.

Other takeaways from the Nov. 16 TPB meeting…

• The TPB’s Citizens Advisory Committee (CAC) endorsed Vision Zero. After a briefing on regional traffic safety data at its November 10 meeting, the committee formally endorsed Vision Zero, an effort to eliminate traffic-related bicycle and pedestrian deaths in the region. Read the full CAC report.
• Recruitment is underway for new CAC members for 2017. Applications to join the CAC for its 2017 term are due December 9. The three incoming TPB officers for 2017 will appoint nine new members to the committee, three from each state-level jurisdiction. Learn more and apply.
• Chairman Tim Lovain recapped the Nov. 2 traffic incident management conference.The conference brought practitioners and regional leaders together to discuss ways to further improve the region’s already robust traffic incident management practices. Read more about the conference.
• The TPB’s Long-Range Plan Task Force presented its Phase 1 report. The group is looking at the region’s unmet funding needs and is hoping to identify a limited set of projects with the greatest potential to improve the future performance of the region’s transportation system. The Task Force met just before the November meeting and expects to meet again soon in the new year. Read the full Phase 1 report.
• COG is leading work on a Metro funding study and establishing a new Metro safety oversight agency. COG Executive Director Chuck Bean updated the board on ongoing work to quantify unmet funding needs for Metro and to facilitate the establishment of the new tristate Metro Safety Commission (MSC). Listen to Bean’s full report.

Picture credit: Elvert Barnes/Flickr

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