Category: News

Intercounty Connector toll revenue falls short of early forecasts

Posted on by Mitch Margolis

Maryland officials have said repeatedly that traffic on the Intercounty Connector matches state projections, even as motorists say the controversial toll road continues to feel remarkably underused two years after it opened.

Tolls collected on the highway, between Montgomery and Prince George’s counties, do align with state forecasts, but only because those projections were adjusted downward, according to internal state reports obtained under a public records request.

The ICC took in $39.6 million in the past fiscal year — almost dead-on the latest projection but $10 million to $32 million less than forecasts that Maryland lawmakers had in 2005, when they agreed tosignificantly increase the Maryland Transportation Authority’s debt to build it.

“They lowered the bar so now they can step over it,” said Montgomery County Council member Phil Andrews (D-Gaithersburg-Rockville), a longtime ICC critic. “When you merge onto the ICC, it doesn’t feel like a highway. It feels like an airport runway.”

How many vehicles are using the ICC matters to motorists across Maryland. The $2.5 billion highway, which was hotly debated for decades because of its cost and environmental and community impacts, was the most expensive ever built in the state.

Maryland lawmakers agreed to pay for it by greatly increasing the authority’s debt, including $1 billion worth of bonds and a federal loan backed by all state toll revenue. The state committed to raise tolls statewide, if necessary, to pay them off.

The highway’s massive construction debt also prevents the state from lowering ICC toll rates — $8 for a passenger car making an end-to-end round trip during rush hours — to attract more motorists. Doing so, a recent study found, would lower the 18.8-mile highway’s revenue, requiring motorists statewide to subsidize even more of its costs.

Transportation Authority officials say the ICC is a success. They point to a recent study done by the Metropolitan Washington Council of Governments that found that ICC motorists cut their travel time in half and that traffic on nearby roads had dropped by 5 percent to 10 percent. ICC traffic is growing by an average of 2.6 percent a month, officials said.

Earlier toll revenue estimates were “ballpark” projections made before ICC toll rates were set, state officials said. The projections also didn’t always reflect the need for a three-year “ramp-up” period for motorists to absorb the new road into their travel habits, officials said.

The state’s consultant, Wilbur Smith Associates, lowered ICC revenue projections significantly for the last time in 2010 — by $7 million annually — to reflect the effects of a global recession and rising gas prices, according to the reports.

Even so, state officials said, the ICC’s true financial impact won’t be known for five to 10 years, after traffic has stabilized. The last segment, between Interstate 95 and Route 1, is scheduled to open next year.

“The fact is, you always have [roads] built for a 30-year time frame,” said Bruce Gartner, the authority’s executive secretary. “You don’t build them for day one.”

State, federal subsidies

Motorists on Maryland’s seven other toll highways, bridges and tunnels have faced two toll increases in the past two years, in part to pay off mounting construction debt from the ICC and express toll lanes being built on I-95 north of Baltimore. On some facilities, such as the Chesapeake Bay Bridge, tolls more than doubled.

In the past fiscal year, about $1.8 million in toll revenue collected from motorists statewide helped cover the shortfall between the ICC’s toll collections and its annual debt service and operating and maintenance expenses.

ICC debt service also consumed $87.5 million in federal highway funds — 15 percent of Maryland’s total federal highway allotment in the past fiscal year.

“What other dangerous roads or bridges in the state aren’t getting fixed because they’re blowing all this money on the ICC?” said Greg Smith, an anti-ICC activist. “That’s a big question.”

Gartner, of the Transportation Authority, said the agency always intended to subsidize the ICC’s construction debt with toll revenue from across the state. The authority pools toll collections and directs the money to where it’s most needed, whether to build the ICC or repaint the Chesapeake Bay Bridge.

Robert L. Flanagan, who was state transportation secretary under then-Gov. Robert L. Ehrlich Jr. (R) when the ICC financing plan was approved, said Maryland could not afford the road without using statewide toll revenue and borrowing against future federal highway allotments. For decades, he said, planners had recommended building a highway outside the Capital Beltway to connect Montgomery’s I-270 jobs corridor with I-95 and, beyond that, Baltimore-Washington International Marshall Airport.

In setting the ICC tolls, Flanagan said, “I think there probably was a decision to maximize revenues rather than maximize the [traffic] flow. . . . That remains a choice. You could reduce the tolls and maximize the flow, but somewhere, somehow you have to pay for those bonds you issued.”

Speed enforcement

AAA Mid-Atlantic spokesman Lon Anderson, a longtime ICC advocate, said the roadway is “underutilized” because motorists unaccustomed to paying tolls were scared off by the ICC’s high rates and visible police patrols. The ICC’s initial speed limit, 55 mph, was raised in March to 60 mph, but Anderson said motorists complain that it’s still too low to pay extra for.

“They had a low speed limit and police swarming it to ticket people who dared exceed that limit,” Anderson said. “People felt like they were paying a lot for the privilege of getting a ticket.”

Sen. Richard S. Madaleno Jr. (D-Montgomery), an ICC supporter who reviewed the financial plan in 2005, said lawmakers were well aware that paying off the ICC’s construction debt would require subsidies from statewide toll revenue and federal highway funds for 10 to 15 years.

“It was not supposed to be self-sustaining,” Madaleno said of the ICC. “If it had to be self-sustaining, the tolls would have to be so high, the project would be a failure.”

But Stewart Schwartz, executive director of the Coalition for Smarter Growth and a longtime ICC critic, questioned the validity of the toll revenue estimates that lawmakers saw when they agreed to build the road.

State transportation officials “may have been trying to sell the project despite its high costs and significant environmental and community impacts,” Schwartz said. “We shouldn’t be making multibillion-dollar decisions based on wrong data.”

Schwartz said the earlier forecasts missed the fact that the Internet revolution, with its online shopping and videoconferencing, would reduce the need to drive.

Some motorists might save time on the ICC, Schwartz said, “but is it enough people? Clearly there aren’t enough people traveling on it to justify the expenditure.”

Anderson, of AAA, said he believes that the use of the ICC will pick up as the economy recovers.

“I think its time will come,” he said, “but perhaps not as quickly as we thought it would.”

Photo courtesy of Dan Gross. Click here to read the original story.

McDuffie Bill Would Require Affordable Housing in Public-Land Development

Posted on by acustis

The city has taken a couple of stabs at solutions to the increasing unaffordability of housing in the District. Mayor Vince Gray pledged last monthto spend $187 million on affordable housing projects—a move in the right direction, but not one that will make new private developments any more affordable. The city’s inclusionary zoning policy requires new developments above a certain size to set aside some of their units for low-income residents, but there are plenty of exceptions and the program has been slow to take off.

Plans for express bus system in the works for eastern Montgomery County

Posted on by Mitch Margolis

Plans are in the works for bus rapid transit along U.S. 29, but officials say it will be at least five years before construction begins.

About 50 people attended a Coalition for Smarter Growth meeting on Nov. 13 at the White Oak Community Recreation Center to learn about the plans for U.S. 29, which are part of a larger plan to improve accessibility and mobility throughout the county. At the meeting, the group updated residents about the county’s current transit corridors functional master plan.

“It definitely doesn’t happen overnight,” said Larry Cole, transportation planner for the Montgomery County Department of Planning.

Cole said major construction on U.S. 29 won’t begin before important steps are taken, such as public outreach, and enough study in each location where the 60-foot-long buses will run.

The plan is to have public transportation with fewer stops and with its own lane in the highway.

Ten corridors, dedicated express highway lanes that serve to minimize travel time and move more people, are included at the rapid transit corridor map.

A Burtonsville station would serve as terminal for U.S. 29, with bus routes from Burtonsville to the Washington, D.C., line and 11 stations along the way among them: Burtonsville’s Park and Ride; Briggs Chaney’s Park and Ride; White Oak Transit Center; U.S. 29 and Fairland Road; U.S. 29 and Tech Road; Lockwood Drive and Oak Leaf Drive; Route 29 and Hillwood Drive; U.S. 29 and MD 193; U.S 29 and Franklin Street; U.S. 29 and Fenton Street and the Silver Spring Transit Center.

The station in Burtonsville would be at Briggs Chaney Road within walking distance from the Eastern Regional Service Center. “The important thing is that the master plan organizes and sees how all these [stops] work together,” Cole said.

According to Chuck Lattuca, manager for the Rapid Transit System Development, officials are studying the layout of highways, corridor lanes, number of stations, and where each station will be in the corridor.

Lattuca said the costs are still unknown, but the rapid transit will “definitely be a lot less expensive than light rail.”

Out of 81 miles dedicated to buses from the proposed rapid transit system, 70 percent will be in dedicated lanes and “the rest will be in some kind of mix traffic,” Lattuca said.

Mark Winston, a member of the Rapid Transit Task Force, said a lot of work needs to be done before construction begins.

“This functional plan is just the beginning. … This is a project that will benefit the community … as people learn more about this they become more comfortable,” Winston said.

According to Cole, it is important that the community understand the timeline of the bus rapid transit project. He said there will be future opportunities for residents to express their concerns and opinions.

“From our perspective as an organization, U.S. 29 should be a top priority in implementing the county’s bus rapid transit plan. The corridor has some of the highest density tracts in the county, [and] has some of the highest concentrations of poverty,” Kelly Blynn of the Coalition for Smarter Growth wrote in an email to The Gazette.

The Montgomery County Council will meet and possibly vote on the proposed Bus Rapid Transit project on Nov. 26.

Click here to read the original story.

Express lane future paved with gold?

Posted on by Mitch Margolis

During a meeting last month in Falmouth, a Virginia Department of Transportation official was asked a probing question about the Interstate 95 express-lanes project.

Rupert Farley of Spotsylvania County wanted to know what would happen if the high-occupancy toll lanes attract so many vehicles that are allowed to use them free that the company building them doesn’t recoup the money it expects.

“Maybe you can refresh my memory on a point that you did not bring up tonight,” started Rupert Farley, a Spotsylvania resident well known in transportation circles. “If this project is so widely successful that it gets used …by HOV free [traffic], that means Fluor[–Transurban] doesn’t get any income and they start losing money.“At that point, do the taxpayers of Virginia have to start kicking in out of their pockets to subsidize the project?” asked Farley, who is a member of the Fredericksburg Area Metropolitan Area Planning Organization’s Transportation Advisory Group.

“No,” said Toymeika Braithwaite, VDOT Megaproject’s express lanes public affairs manager.

“That’s not what I’ve been told,” said Farley, who is also a member of the Fredericksburg Area Metropolitan Area Planning Organization’s Transportation Advisory Group.

“If Transurban doesn’t make the money they want to make, it is not up to Virginia taxpayers to subsidize that,” said Toymeika Braithwaite, VDOT Megaproject’s express-lanes public affairs manager.

However, the public–private project contract signed with Transurban Group and Fluor Corp. includes stipulations that could force Virginians to pay the companies if non-toll-paying HOV traffic reach certain thresholds.

The threshold is based on a complicated formula comparing the percentage of free HOV traffic to toll-paying drivers. If the HOV traffic reaches the threshold, the state has to pay the companies 70 percent of the toll rate.

That agreement is no secret; it’s in the contract, which has been online since the summer of 2012.

But those details have flown under the radar since the state struck the deal with Transurban and Fluor on the massive I–95 express-lanes project. And those who attended that October meeting in Stafford County likely had no idea about that part of the contract, which is what Farley was alluding to.

Under the agreement, the companies are paying for most of the nearly $1 billion project, which will extend the current HOV lanes in the median of I–95 to Garrisonville.

State officials have said that without the agreement the express lanes wouldn’t have been built because the state funds weren’t available.

The same has been said of the Interstate 495 express lanes, which have been open for more than a year. The state has the same deal with Transurban and Fluor on those new lanes.

The I–95 express lanes are on target to open by early 2015.

Like the I–495 express lanes, the new I–95 lanes will be electronically tolled. Buses, motorcycles and vehicles carrying at least three people will be able to use them for free.

The companies hope to take in the toll revenues from other motorists and use them first to pay off loans used to build the projects.

After that, the companies hope to ring up profits. The state eventually would also get a percentage of any profits.

Usage of the lanes is no guarantee, though.

The I–495 express lanes, for instance, haven’t drawn much traffic so far. While it was expected to take up to three years for traffic to consistently use the I–495 lanes, thus far they haven’t produced the traffic, or revenue, Transurban expected.

With constant congestion problems on I–95, it’s a good bet drivers who don’t qualify to use free HOV lanes will be open to paying a toll in order to move.

Still, there could be a significant amount of HOV commuter traffic using the lanes. And the more free traffic there is on the express lanes, the lower the profit.

VDOT doesn’t think there will be a problem.

Tamara Rollison, VDOT’s division administrator of communications, said in an email that the companies bear the “risk of traffic volume and revenue. VDOT is not responsible for making up any shortfall that may occur if traffic volume and revenue are below 95 Express’ forecasts.”

She acknowledged the agreement on the HOV threshold, but said it is unlikely to be met.

“Should that happen—VDOT is prepared to compensate 95 Express Lanes LLC,” she said. “While we expect HOV use to grow over time, we don’t think it will climb to the point that the threshold will be exceeded, triggering compensation.”

If HOV traffic does exceed the threshold, Rollison said that would mean the lanes would be “moving tremendously more people than ever expected, which would greatly help ease congestion on the general purpose lanes.”

Another part of the I–95 express-lanes project includes the expansion of bus service and the addition of 3,000 new commuter parking spaces along the corridor.

Despite the benefits of the project, there are still critics of the public–private deals for the express lanes.

Farley is a fan of toll roads, especially those that manage congestion like the express lanes are designed to do.

But he thinks the state got a raw deal.

“It’s unconscionable that they’d sign a contract so one-sided,” he said.

Stewart Schwartz, executive director for Coalition for Smarter Growth, also doesn’t like the express lane deals.

“We have long argued that the closed-door deals by VDOT under the Public–Private Transportation Act for the HOT lanes have compromised good planning, prevented effective analysis of alternatives, and failed to evaluate all of the impacts,” he said in an email. “In addition, the requirement that the taxpayer reimburse the private toll road operator for too many HOV users is counter to the goal we should have of moving more people in the peak hour. In fact, instead of encouraging HOV use, at a certain point VDOT will now have an incentive to discourage HOV use.”

Peter Samuel, who writes for the website TollRoadsNews.com, doesn’t see the express lanes as such a bad deal.

“I don’t think it’s too risky,” he said. “I doubt there’s going to be a huge increase in carpooling.”

He believes the companies are taking the bulk of the risk. If the express lanes aren’t profitable, they lose, not the state.

Transurban has already experienced failure with another Virginia toll road.

The Australia-based company lost more than $100 million on the Pocahontas Parkway, Interstate 895, according to TollRoadsNews and other reports.

The toll road failed to generate enough money to cover Transurban’s debt, and earlier this year a consortium of European banks holding that debt became the state’s new partner with the toll road.

Officials said the change wouldn’t affect the toll-road operations.

Regardless of the Pocahontas Parkway problems, Samuel says the I–95 express lanes will be a “good thing for motorists.”

“It gives them another option,” he said. “How well it’ll work out for the investors is another question.”

The same could be said for Virginia taxpayers.

Click here to read the original story.

Will Terry McCauliffe Sign Off on a Notorious Sprawl Project in NoVa?

Posted on by Mitch Margolis

With Terry McAuliffe about to move in to the Virginia governor’s mansion, it’s unclear what will become of one of the state’s most contested transportation proposals — the Bi-County Parkway, a $440 million highway in the outer D.C. suburbs.

Though it seems likely the current administration of Republican Governor Bob McDonnell will make a forceful push to get approvals sealed before the end of the year, the timeline is tight. Then there’s the big question of how McAuliffe, a Democrat, will manage the controversial proposal.

As planned, the four-lane divided highway would run 10.4 miles north-south between Route 50 and Route 66, two notoriously clogged commuter roads into D.C.

Critics of the Bi-County Parkway — who have been varied and outspoken — warn that the new highway would do little to ease congestion, and would in fact create even more traffic in this mixed region of farmland, cul-de-sacs, and Civil War landmarks. Smart growth advocates see the developers salivating over the project and predict that the road will simply perpetuate the trend of isolating housing from jobs.

“From what we see, all it’s going to encourage is more residential development in an area that lacks sufficient infrastructure,” said Stewart Schwartz, executive director of the Coalition for Smarter Growth. “It’s putting more cars on top of the funnel.”

The proposal is at a critical juncture now, with the Virginia Department of Transportation (VDOT) aiming to submit a final environmental impact statement to the feds by the end of the year — before McDonnell leaves.

McDonnell has aggressively pushed the Bi-County Parkway, even going so far as to hire a public relations firm to pitch the project.

“He has fast-tracked the planning and approvals and all that,” said James Bacon of Bacon’s Rebellion, a Virginia public policy blog. “He clearly made it a priority.”

And though several aspects of the project are still tied up in negotiation — particularly due to the government shutdown — many believe McDonnell will make an all-out effort to get Federal Highway Administration sign-off before 2014.

“The McDonnell Administration is flooring the gas pedal… hoping to get final approval before their time runs out,” wrote Morgan Butler, an attorney for the Southern Environmental Law Center, in an email. “The administration has downplayed (or ignored outright) major community and environmental impacts and given short shrift to alternatives, as they try to get their pet projects to a point of no return before they leave office.”

A study published by SELC and other smart growth and environmental groups this summer, “Rethinking the Bi-County Parkway,” argues that the project won’t help the region’s biggest transportation problem — east-west travel — and will undermine preservation goals for Manassas National Battlefield Park. Instead of the highway, the report recommends transit improvements like extensions for Metro and VRE and an express bus on Route 50. VDOT has not formally analyzed any of those other options.

Critics of the Bi-County Parkway have also worried the project will help resurrect old plans for other roads, like a 45-mile “north-south corridor of significance,” and even a larger “Outer Beltway,” which VDOT has denied.

VDOT’s pitch is that the new highway will ease congestion by increasing connectivity between Loudon and Prince William counties and replacing a route through the battlefield park. Supporters have also said the highway will spur more air cargo activity at Dulles Airport, though a researcher at George Mason University disputed that claim.

So far there’s no definitive indication of how the next administration will deal with the Bi-County Parkway. When the topic came up during election debates, McAuliffe avoided taking a firm stand, saying he needed more facts. McAuliffe’s Republican opponent, Ken Cuccinelli, was more forthright in opposing the proposal, though he expressed support for some type of north-south connector.

For some voters, the issue was enough to bring them over to the “Democrats for Cuccinelli” camp, said Charlie Grymes, chair of the Prince William Conservation Alliance. Even more interesting, he said, was the way it forced some Virginia delegates to mark their positions. Bacon’s Rebellion also noted the unusual camaraderie the issue forged between populist conservatives and liberal smart-growth advocates.

While Cuccinelli’s stance stemmed from his fiscal conservatism, McAuliffe has made it clear that he intends to pour big bucks into transportation. As Politico notes, his campaign played up his support for Virginia’s new law to raise $1.4 billion for infrastructure through increased sales taxes and other fees.

To Bacon, that may make McAuliffe more inclined to support wasteful projects like the Bi-County Parkway.

But The Washington Post also notes that McAuliffe’s platform highlighted “elements that appeal to advocates of livable, walkable communities.”

Schwartz sees the new administration as a fresh opportunity to examine alternatives. With McAuliffe “walking into a transportation agency which enjoys significantly higher levels of funding,” he said, it’s going to be “incumbent to look at how we can spend funds more wisely.”

Also critical will be McAuliffe’s decisions about transportation leadership. Many view the Bi-County Parkway as a pet project of Sean Connaughton, the current transportation secretary.

“Once he’s gone, the project’s going to lose a big backer,” said Bacon. “On the other hand, the political constellation around it won’t disappear.”

Click here to read the original story.

BRT Advocates Urge Council to Make Friendship Heights Connection

Posted on by Mitch Margolis

The Coalition for Smarter Growth says the County Council needs to extend a bus rapid transit route planned for Wisconsin Avenue south to Friendship Heights.

The proposal took a big hit on Friday, when the Planning Department, which included the BRT line all the way to the D.C. line in its master plan, reversed course and agreed with Council staff that it should stop at a planned Bethesda Metro entrance on Elm Street.

The three-member Transportation Committee was split, producing a 1-1-1 vote for keeping the section of BRT to Friendship Heights, getting rid of it entirely and drawing it as a dotted line to indicate the county would study it if and when D.C. looked at transit of its own for Wisconsin Avenue.

The Coalition, a D.C. based nonprofit advocating for bus rapid transit, put out a press release on Monday urging the full Council to reconsider:

Stopping the route at Bethesda, instead of connecting it an additional 1.5 miles to the D.C. border could shortchange the area and the county in several ways, supporters said.

“With traffic congestion rising and the possibility of local Metro stations shut down for extensive repairs, residents in our area are seeking more options for getting north to Bethesda and beyond, or to Friendship Heights and D.C.” said Chevy Chase resident Ronit Dancis. “BRT would be a great new option for our neighborhoods.”

Residents in the Chevy Chase West neighborhood are opposed to BRT south of Bradley Lane because of safety issues and because they think it would make it more difficult to turn in and out of the neighborhood. Council staff analyst Glenn Orlin dismissed those fears, but said he was against extending BRT into Chevy Chase because he didn’t see who would use it.

The Coalition for Smarter Growth’s release cites developers JBG and the Chevy Chase Land Company as supporters of extending BRT south. Both developers have properties in downtown Bethesda and Friendship Heights. Other supporters include the Friendship Heights Transportation Management District Advisory Committee, the Bethesda-Chevy Chase Chamber of Commerce and Ward 3 Vision, a partner group of the Coalition for Smarter Growth that operates in D.C.

“Cutting short this key route would sever an important transit connection between Montgomery County and D.C., putting more cars on the road and make both Bethesda and Friendship Heights less competitive locations for business,” the Coalition of Smarter Growth’s Kelly Blynn said in the release. “Extending the route has few downsides. The plan proposes wider sidewalks and an improved pedestrian environment, while recommending no changes to the median or street width.

“Connecting the Montgomery Rapid Transit to Friendship Heights will enhance transit connections with D.C and its extensive bus network and the city’s own growing express network. The BRT link on 355 between Bethesda and Friendship Heights is a critical connection that needs to be made,” Blynn said.

The Transportation Committee will host two more worksessions on BRT on Tuesday.

Click here to read the full story. 

RELEASE: Make the Connection: Bethesda-Chevy Chase Businesses and Residents Call for Montgomery Rapid Transit to Extend to Friendship Heights, D.C. Border

Posted on by acustis

Bethesda-Chevy Chase area residents and businesses today called for Montgomery County officials to ensure that the rapid transit line proposed for 355 connects Friendship Heights’ jobs and homes to the rest of the county. Stopping the route at Bethesda, instead of connecting it an additional 1.5 miles to the D.C. border could shortchange the area and the county in several ways, supporters said. “With traffic congestion rising and the possibility of local Metro stations shut down for extensive repairs, residents in our area are seeking more options for getting north to Bethesda and beyond, or to Friendship Heights and D.C.” said Chevy Chase resident Ronit Dancis. “BRT would be a great new option for our neighborhoods.”

Fight Over Virginia Transportation Priorities Takes on New Importance

Posted on by Mitch Margolis

The Commonwealth Transportation Board, Virginia’s decision-making panel on roads, rails and other mobility efforts, is ready to spend money. Now that the governor and General Assembly have given the board more revenue to work with, a lull that set in over the past few years may yield to a more active phase of transportation projects.

Many Northern Virginians are aware of this changing dynamic, so they came to a public meeting sponsored by the board Tuesday night in Fairfax County to argue for or against particular projects. The most frequently mentioned were the rebuilding of the interchange at Interstate 66 and Route 28 — everybody’s for that one — and the proposed Bi-County Parkway, which has generated strong opposition in the neighborhood bordering the north-south corridor on the western edge of the Manassas National Battlefield Park.

The broader issues at play emerged when two people spoke: Stewart Schwartz of the Coalition for Smarter Growth and Bob Chase of the Northern Virginia Transportation Alliance.

Schwartz urged the transportation officials to pursue a “fix it first” strategy in setting priorities. Rather than focusing new spending on expansion of the roads network, rebuild the deteriorating parts of the existing system to make it easier for people to get around.

Schwartz doesn’t equate road building with congestion relief, which puts him at odds with many of the people who supported Virginia’s new transportation revenue law. New lanes, he said, “can generate more traffic than you relieve.”

Land use policy that focus development near transit “is a regional traffic solution” and does a lot more to address congestion than new lanes, Schwartz said. This may be the way of the future as empty-nesters who no longer need their big houses but want to stay in Northern Virginia seek new housing positioned to let them stay mobile as they age.

Schwartz opposes the Bi-County Parkway as, among many other things, a traffic-inducer. But it’s an unfair shorthand to characterize him as anti-road. Of the plan to rebuild the I-66/Route 28 interchange, he said, “We agree it should be fully funded.” But planners deciding how to ease the awful congestion all along the I-66 corridor need to address the public’s desire for better transit service, Schwartz added.

He also noted that Virginia state officials who are contemplating the new transportation revenue need to get interested in Metro’s long range plan, called “Momentum,” to expand the transit system’s capacity, including the purchase of enough rail cars to make all trains eight-cars long.

The shorthand for Chase would have him be the road-building guy, but that’s also unfair. Chase backs construction of Metro’s Silver Line. Key elements in his vision are that transportation projects can solve congestion problems, but we need to think big, and the projects selected need to have regional impact.

Chase praised state leaders for approving new transportation revenue that can refill budgets for maintenance and construction. “After many years, we finally are talking about additions, rather than subtractions,” he said.

In this new environment, Chase said, a “big picture perspective is more important than ever.” Planners must target “regionally significant transportation investments that will reduce congestion,” and he looks to the Commonwealth Transportation Board and the Virginia Department of Transportation to provide the leadership that will support such projects, including the Bi-County Parkway. People who say they don’t want a parkway in their yard have a right to oppose it, he said, but to say that the region doesn’t need a north-south route in that area isn’t factual. The state must base it’s decisions on regional needs, Chase said.

Chase and Schwartz have been fighting it out along this line for years. The key difference in 2013 is that they’re now talking to officials who have money to spend.

Photo courtesy of  Karen Bleier. Click here to read the original story.

Montgomery County Debates Bus-Only Traffic Lanes For New Transit Network

Posted on by Mitch Margolis

Montgomery County lawmakers are considering plans for an 80-mile express bus network that is raising a divisive issue: how many car lanes should be turned into bus-only lanes?

About 80 percent of the lanes in the proposed bus rapid transit—or BRT—network would be new lanes, adding capacity to the existing corridors. About 20 percent would be “repurposed.” That’s the technical term for changing a lane now used by all traffic into “bus-only.” And AAA-MidAtlantic is asking Montgomery County to scrap that plan.

“The last thing we need to be doing is taking capacity away from traffic,” says AAA spokesman Lon Anderson. He says studies show “repurposing” lanes for buses makes traffic worse, and he calls the BRT plan lawmakers are now considering a recipe for gridlock.

Supporters say Anderson is cherry-picking his studies. Kelly Blynn at the Coalition for Smarter Growth—a major proponent of the BRT plan—says many studies have shown taking away lanes from cars actually reduces congestion.

The planning department actually hasn’t looked at each corridor yet to determine how things will change precisely because they are still at this 30,000-foot planning level. But when they ran their modeling with this proposed network, overall traffic congestion went down and traffic speeds went up.

How many lanes to “repurpose” is one of the most controversial aspects on the county’s plan, along with the potential cost and effectiveness.

Anderson says a study by the Institute for Transportation and Development Policy found only two corridors in Montgomery County currently have enough population density to support BRT.

“Those two corridors are Route 355 and I-270. ITDP indicated the other proposed routes in the county did not have sufficient density to make it work. Therefore, if you don’t have enough people to ride it, you’ll be spending a lot of money and taking lanes away from general purpose traffic, and you will wind up with worse traffic.”

The Coalition’s Blynn says projected job and population growth will provide plenty of future BRT riders.

“A lot of the places around the United States that have successful BRT systems have very similar densities to Montgomery County. Already a lot of the bus lines in the county have higher ridership than some of the successful BRT lines in places like Cleveland and Eugene, Oregon,” she says.

The ITDP study is great in many ways, but it didn’t do any modeling into the future. It looked at current bus ridership. It did not forecast out what things will look like in 2040, which the Montgomery County planning department has done.”

Click here to read the original story.

Bus Rapid Transit Supporters Fire Back At AAA Mid-Atlantic

Posted on by Mitch Margolis

A group of bus rapid transit supporters say AAA Mid-Atlantic’s opposition to bus-only lanes is rooted in a “fatally flawed,” traffic-solving approach of building more roads and more lanes.

Next Generation of Transit, a project of the Coalition for Smarter Growth, on Thursday issued a response to AAA Mid-Atlantic’s testimony from Monday.

The Coalition is lobbying for the Planning Board’sCountywide Transit Corridors Functional Master Plan, which establishes the framework for a 10-corridor, 81-mile bus rapid transit network in the county. The plan is now in front of the County Council’s Transportation Committee.

In May, AAA spokesperson Lon Anderson said proponents’ claims that drivers would flock to bus rapid transit, “makes one wonder if they’re smoking something funny.” AAA is against dedicated bus rapid transit lanes where it would mean the loss of a regular mixed traffic lane.

Next Generation of Transit said dedicated lanes will mean a better chance to solve traffic issues at a cheaper cost than building new lanes and roads. The group also said AAA Mid-Atlantic “misused and took out of context,” a report from an outside consultant that concluded Rockville Pike/Wisconsin Avenue was the only road in Montgomery that could support a gold standard bus rapid transit system:

AAA’s approach of continuing to solve our traffic problems by building ever more and wider roads is fatally flawed.  Solving our traffic challenges means focusing on moving people, not just cars, and that means using our existing infrastructure most efficiently.  By making it attractive to walk, bicycle, and take a high quality bus rapid transit service, we can provide more choices and make the transportation system work better for everyone – especially those who need to or choose to use a car.

Dedicating travel lanes to transit will provide a better chance for our road network to function more effectively – and will do so at far less cost to our communities than the other major option – increasing the size of our major arterial roads. Many jurisdictions that have dedicated roadspace to transit or bicyclists have seen no impact or even an improvement in traffic.  Even LA has dedicated lanes to buses this year on their congested Wilshire Boulevard, knowing that the only way forward is to focus on providing options to move people, not just cars.

The bus rapid transit proposal before the County Council right now is a great opportunity for Montgomery County to provide new transportation choices along major roads like Rockville Pike where new construction is bringing thousands of new residents. Experts like the Institute for Transportation and Development Policy (whose report AAA misused and took out of context) say that the 355 corridor, in addition to US29, Veirs Mill, and Georgia Avenue are all good candidates to start upgrades to transit service to achieve a BRT network.  Montgomery’s own planning department who conducted much more detailed modeling indicates a similar prioritization of corridors.

To solve our transportation challenges, we must look to the future, not an auto-oriented past.  That’s why a diverse coalition of over 36 business, civic, environmental, and social justice organizations have come together to call for a future that includes a robust bus rapid transit network for Montgomery County.

The Council’s Transportation Committee will hold a worksession on the proposed east county BRT corridors on Monday morning.

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