Posts about Congress
Yesterday, the Purple Line took a big step forward when the federal government recommended giving it a $100 million grant for next year and providing additional funding in the coming years. Now, all it needs is approval from Congress.
President Obama included the $2.2 billion, 16-mile light rail line between Bethesda and New Carrollton in his 2015 budget. It's one of 7 transit projects the Federal Transit Administration recommended for a "New Starts" grant, including the Baltimore Red Line, an extension of LA's Purple Line, Boston's Green Line extension, the Columbia River Crossing in Portland, and commuter rail in Orlando and Fort Worth.
The agency also recommended Congress give the Purple Line a "full funding grant agreement" committing it to help pay for construction. Maryland hopes the federal government will provide $900 million, though it's unclear what the final amount will be.
The state has already agreed to put in up to $900 million for the project. Montgomery and Prince George's counties will give $220 million total, while the state is looking for a private partner to build and operate the line and pitch in additional funds.
The Purple Line has been discussed in some form since 1986. If everything goes right, it could start construction in 2015 and open in 2020. But getting here hasn't been easy.
From the beginning, it faced vehement opposition from the exclusive Columbia Country Club in Chevy Chase, because the line would follow the Capital Crescent Trail, a former freight rail line that bisected its golf course. Meanwhile, the University of Maryland didn't want it passing through the heart of campus, and even hired former Montgomery County executive Doug Duncan (now running for a fourth term) to oppose it.
Maryland was able to find a workable solution for both parties, and the Purple Line now enjoys the support of both county executives, elected officials in both counties, and hundreds of civic, environmental, business, and advocacy groups.
But there are still a few challenges remaining. One is that Congress actually has to approve President Obama's budget and decide how much the "full funding grant agreement" for the Purple Line would be. The other is the Town of Chevy Chase, which continues to oppose the project because of its impacts on the trail. The town recently hired a lobbyist who happens to be the brother of the House transportation committee chair to make the case against the line.
Meanwhile, other residents may sue the government because they feel not enough research has been done about the Purple Line's impacts on a small, shrimp-like creature that's listed as an endangered species but is found several miles away. These things may add additional delay to the Purple Line, but it's unclear whether they're enough to actually halt the project.
In any case, yesterday was a great day for the Purple Line. When I attended my first Purple Line meeting in 2003, as a junior in high school, I assumed that I'd be riding it by now. Hopefully, 28 years after the project was first announced, we won't have to wait much longer.
In addition to some recent high-profile spins through the revolving door, we now have a new example of ethically questionable influence peddling in Washington: A powerful Congressman's brother working to bring down a transit line in Maryland.
Rep. Bill Shuster (R-PA) wields the gavel of the House Transportation and Infrastructure Committee
The Purple Line concept has been under development since 1989, with the state beginning work in earnest in early 2008. The principal opponent to the line, the Columbia Country Club, has dropped its opposition and promised not to bring any lawsuits as a result of a deal to adjust the route.
The Purple Line has faced countless obstacles and defeated them all. Rep. Shuster's brother now has $20,000 a month of Chevy Chase's taxpayer dollars to try to come up one the transit line can't overcome.
According to the Washington Post, Chevy Chase hired Robert Shuster's law firm last month, so far paying a total of $40,000 for two months. The town council is now deciding whether to move from a month-to-month arrangement to an 18-month contract, still for $20,000 a month.
The Post notes that the firm, Buchanan, Ingersoll & Rooney, lists Robert Shuster first as one of four lawyers on the project.
No worries, though: Shuster won't be lobbying. The Post quotes Mayor Pat Burda as saying she didn't even know about the Shuster connection when she first contacted the law firm, and that the town is focused on the Federal Transit Administration, not Congress. She said it in no uncertain terms: "We're not lobbying Congress."
But the pro-Purple Line Action Committee for Transit has found a Congressional lobbying disclosure form from Shuster's firm that "states explicitly that Shuster and his partners are lobbying the House of Representatives and Senate for the Town of Chevy Chase." The form says Shuster and two others will be lobbying on urban development, transportation, and "government issues."
"I do not and will not lobby my brother," Robert Shuster pledged in a statement to the Post. But whether or not Shuster lobbies his brother may be beside the point. A Shuster calling up a member of Congress is going to get his phone call answered, and "in Washington, that's your first goal," said Purple Line advocate Tracey Johnstone.
But what does Chevy Chase seek to get out of Congress anyway? Maryland is in the market for $900 million in federal aid to round out funding for the Purple Line, but they're looking to get it from a New Starts full-funding grant agreement from the FTA, not Congress.
Undoubtedly the town of Chevy Chase, ably represented by the good people at Buchanan, Ingersoll & Rooney, will petition the FTA to reject the MTA's request for a New Starts grant. Purple Line opponents always find some legit-sounding reason to block it: endangered amphipods (except, oops, the U.S. Fish and Wildlife Service said it's no problem), impact on a nearby trail, the view from a tony golf course clubhouse. They'll certainly come up with a good story to tell the FTA.
But the lobbying disclosure form makes clear that they'll be taking that message to Congress, too. After all, FTA only makes recommendations for New Starts grants. House and Senate appropriations committees make the final decision.
Sure, that's a different committee from the one the other Shuster heads, but "if you think the appropriations committee isn't checking with the chair of T&I about what they're putting in a New Starts grant, you don't know how Congress works," said Joshua Schank of the Eno Center for Transportation.
Earmarks were eliminated in MAP-21, and if that ban continues, there would be no place for an explicit Purple Line funding authorization in the next bill. But there are some possibilities for the next bill to have an impact.
First, Congress could go back to earmarks, though it's unlikely. Second, Congress could make it clear, outside of bill language, that the region is expected to use its urbanized area formula grant money on the Purple Line
Either way, it never hurts to have friends in high places in Washington.
Cross-posted from Streetsblog DC.
Congressman Darrell Issa (R-CA) is ready to give DC more local control over the sizes of its own buildings, a small step forward for self-
"I heard separately to my astonishment, for the first time ever, a rejection of Home Rule," he said. "I expected you all to say, 'Gosh, this will take years and years.' ... I did not expect, for the first time ever, to have people say, 'Please don't give me authority. I can't be trusted.'"
Issa needs to hear from people who do support the idea of Congress loosening its grip over DC. Please send him and other relevant Congressional leaders a letter asking them to let DC residents make their own choices about their built environment (at least where it doesn't directly affect the federal government).
Mendelson argued that "citizens of the District do not support any change" to the height limit, or even the right to make changes in the future, largely because most of the people who could take four or six whole hours, often in the middle of a workday, just to attend a hearing and speak for three minutes opposed change. (Note to Mendelson: Some of us have other stuff to do, like jobs and kids.)
Even if DC doesn't change its building height rules now, sooner or later we're going to need to do something about the housing shortage that's pushing up housing prices so fast. As Harriet Tregoning noted in the hearing, if DC eventually decides that height, even just in a targeted area, is the solution, it might be too late if the House oversight chairman at the time doesn't believe as strongly in local self-government as Issa does.
When Congress granted DC Home Rule in 1973, they were willing to let a locally-elected council and mayor pass most laws, but didn't entirely trust DC to decide everything for itself. They kept power over the courts, didn't let the council change any criminal laws for 2 years, gave the federal government seats on the boards that decide zoning, and forbade the local government from making any changes to the height limit. Each of these is basically a reminder that they only trusted DC citizens so far.
Now, a powerful committee chairman wants to trust us just a little more. Despite some bad apples, the District has balanced its budget for many years now, has reduced crime, and provides municipal services about as well as any city. Any height changes would have to still go through the federal NCPC and hybrid federal-local zoning commission, and Congress could still veto a change. But we're grown up enough to have a say in building heights, whether we end up deciding to change building height rules, or not, or wait until later.
This petition is now closed. Thank you for participating!
On Tuesday, the DC Council sent a message to Congress on the subject of self-determination. That message: "Congress, please don't give us more control over our city. We need you to tell us what's good for us. We don't want to make our own choices."
The issue was the 1910 Height of Buildings Act, which limits how high buildings can rise throughout the District. ... Most of the debate about the height limit has indeed revolved around whether one appreciates or reviles tall buildings. It would be understandable to think that DC leaders were debating this week whether to loosen the rules that made the city's skyline look the way it does.
They were not. The issue was not whether to increase building heights. It was whether DC residents and leaders should get a say on the issue.
Continue reading my latest op-ed in the Washington Post.
A new bill in the House of Representatives proposes eliminating the federal gas tax and making states pay for roads and transit themselves. Would that be good or bad for transportation?
The Transportation Empowerment Act (TEA), by Senator Mike Lee (R-Utah) and Representative Tom Graves (R-Georgia), would virtually eliminate the federal gasoline tax over a 5-year period and devolve the responsibility of funding roads and transit to the states. It now has 19 co-sponsors in the House. We asked a few contributors to give their thoughts on how it could affect transportation funding.
David Cranor: This could be made workable. First, we could devolve gas taxes to states. Then, we could take the general funds used to enhance state funding to pay for Transportation Enhancements, recreation trails, Amtrak, TIGER, and so on.
The upside is that it gets rid of all the belly-aching and actually means less money for roads, unless states raise their gas taxes. The downside is that it reduces political support for non-car transportation.
David Edmondson: If the federal government cuts the gas tax and its investments in transportation, this would undoubtedly be bad for transit and non-car modes of transportation. But there may be a silver lining.
Despite the best efforts of advocates, federal transportation dollars overwhelmingly favor roadway projects, and most of those are highways or overbuilt arterials. And, given that these are often capital projects, the end result is high maintenance costs on localities that wouldn't have built the project in the first place if the money weren't "free" from the feds.
If states raise their own gas tax to match the loss, they'd be able to use that money how they see fit. A whole slew of federal strings would come off, freeing states to make the decisions they think they ought. While that might mean more questionable interchanges in Wisconsin, that state will actually need to pay for them entirely.
Advocates' fear that states won't raise their gas tax are certainly valid, of course. The tax discourages driving and was designed to fund infrastructure of national importance. Eliminating it would cut the federal government's ability to do either of those things. Yet the chance to cut all the bloat and waste advocates fight against and this money encourages would be quite a silver lining.
Matt Johnson: In Georgia, Graves' home state, the state constitution expressly prohibits the expenditure of gasoline tax revenues on anything other than roads, so without federal money, the Peach State would essentially only invest in highways. That's actually not a huge change.
MARTA, which operates rail, bus, and paratransit in Fulton and DeKalb counties is the largest transit agency in the country that receives no funding from the state government. Of course, MARTA was able to build their rail system using local and federal funds. But without the federal share, it would have been impossible.
Which is probably what Graves and Lee want. After all, the GOP has long suggested that investing in transit is a wasteful subsidy, while investing in roads is a sound investment for economic development.
According to Senator Lee, "Under the Transportation Empowerment Act, Americans would no longer have to send significant gas-tax revenue to Washington, where sticky-fingered politicians, bureaucrats, and lobbyists take their cut before sending it back with strings attached." [emphasis added]
Of course, this isn't accurate. According to a Government Accountability Office report from September 2011, both Georgia and Utah are winners in the transportation dollar lottery. Both states got $1.10 back in federal transportation dollars for every $1.00 they sent to Washington between 2005 and 2009.
Of course, they're no different from the other 48 states. But wait a minute: aren't there winners and losers? Doesn't at least one state have to be a donor state?
No. Because Washington doesn't just allocate gas tax revenues. They also send general fund revenues off to transportation projects.
So not only are those sticky-fingered lobbyists not stealing from Georgians to fund highway projects in Yankeeland, but the federal government is actually gifting Georgians (and Utahans) a little extra money on the side. Or to translate that into GOP-speak, "it smacks of socialism."
The idea, of course, is to just let the states take over and use a more locally-focused approach that works best for them. Federalism and all that.
But anyone want to put the odds on whether a state like Georgia would actually raise their own gas tax to compensate? Yeah, I didn't think so.
The real goal is of course, to stop spending money on transportation altogether. But that's okay. It's DOA in the Senate.
Canaan Merchant: Any transportation project is going to try to combine its funding from all levels of government. This bill is just the latest example of trying to come up with a standard across a large country with a very diverse population and large number of situations that require specific and different solutions.
Yonah Freemark of the Transport Politic has considered the question as well. He argues that the basic scheme where the federal government provides funding for construction while states and cities pay for operations and maintenance is backward.
Local governments may benefit from being able to not have to compete against dozens of other projects for federal funding while the federal government can ensure that service doesn't take a dive in lean budget years for localities.
Now that may not be optimal in the end, but it may be beneficial to completely reconsider how and who funds transportation projects across the country.
- Federal board wants "dignified," dull Southwest Waterfront
- Fairfax's answer to neighbors' transit plans: Light rail, streetcars, and BRT
- The DC zoning update has already had triple the public input as the enormous 1958 zoning code. Enough is enough.
- Fruit stands abound within Paris Métro
- Downtown DC could have been more like L'Enfant Plaza
- MARC's chief engineer wants to allow bikes on some weekend trains
- Can you guess the Metro stations in this week's pictures?