In Montgomery's transportation budget, wider streets are "pedestrian improvements"
As Montgomery County asks the state to spend more on transit within the county, its proposed budget pours money into sprawl-inducing highways instead, while calling road widenings near schools and Metro stations "pedestrian improvements."
Last week, County Executive Ike Leggett sent his proposed $1 billion transportation budget for 2015-2020 to the County Council. It adds new money to build two $100 million highway segments, Goshen Road in Gaithersburg and the 8000-foot-long Montrose Parkway East near White Flint, and lets environmental studies for the even more expensive extension of Midcounty Highway continue.
But many transit, bike, and pedestrian projects have been delayed. The proposed BRT system will get a $10 million state planning grant, but no county funds. The $80 milllion south entrance to the Bethesda Metro station, which the County Council previously funded over objections from the Department of Transportation (MCDOT), was left alone.
Bicyclists get a speedup in construction for a bike path on Needwood Road, required under the terms of a state grant. But the money comes from slowing down work to complete the far more important Metropolitan Branch Trail. Bike projects on Bethesda Avenue, Frederick Road, and Seven Locks Road are delayed too.
MCDOT learned long ago that cars-first policies had to be disguised with lip service to transit and pedestrians, and this budget continues that tradition. While new roads are the first category in the current six-year budget, the new budget lists them after transit.
At first glance, the proposed transit and pedestrian budgets seem large, but this is a mirage. The numbers are inflated with items that belong elsewhere. The county calls a $70 million dollar garage for school buses and park maintenance vehicles a mass transit facility. Road widenings around new schools, previously classified as road projects, are listed as pedestrian improvements this year. Buried in the budget for a new Metro entrance at Medical Center is the cost of a turn lane a block away at Jones Bridge Road.
Montgomery County's ped/bike budget will pay for a turn lane onto Rockville Pike at NIH. Photo by thisisbossi on Flickr.
A telling example of MCDOT's attitude is how it justifies spending money on bike lanes in downtown Bethesda. The county planning board made us do it, agency officials say. The bike lanes must be built before development can proceed beyond a certain point. There's no thought that they might serve a transportation purpose.
In recent years the County Council has shown increasing willingness to challenge MCDOT's priorities. The council funded the $80 million south Bethesda Metro entrance in 2008 and repeatedly fended off requests to reverse that decision. Two years ago, it put off construction of Goshen Road and Montrose Parkway East and budgeted for the Capital Crescent Trail instead.
But MCDOT still clings to the traffic engineering doctrines of the 1950s. The one completely new big project in the budget is yet another upcounty highway, a segment of Observation Drive whose price tag is likely to wind up north of $50 million a mile. The Bethesda Metro entrance stands as the only major county-funded transit construction project.
The time has come to reject once and for all the discredited idea that wide highways are a cure for traffic congestion. The council should zero out all spending on upcounty highways and end the pernicious practice of forcing developers to widen roads. All of the county's scarce transportation dollars are needed to correct the expensive mistakes of the past with better transit and a street network that works well for pedestrians and cyclists, not just for drivers.
- No bike racks? Just park it in the car lane
- Think you know Metro? It's whichWMATA week 21
- Could traffic changes produce a new village square?
- This federal building is missing a corner. Here's why
- The biggest bikeshare station in each US city
- Why build protected bike lanes, in one happy quote
- Some see the DCPS-charter relationship breaking down, but charter leaders disagree