Posts about Outer Beltway
In the late '60s, there were plans to build the Three Sisters Bridge and elevated highway system in DC. Luckily, they fell through. A recent Washingtonian piece detailing the story made us want to re-publish GGWash editor Dan Malouff's post on just how may highway-sized bullets we've dodged:
Map based on 1958 Basic Freeway Plan. Click to enlarge.
This is a map of the Washington that would have been if mid-century planners, dedicated as they were to driving and the clearance of historic neighborhoods, had their way. It's a the highway network proposed for the region during initial planning of the Eisenhower Interstate System, in 1958.
Each of these canceled highways, shown in red on the map, has its own story. Some were canceled due to civic activism, others because later proposals in the 70s preempted them, and others due to good old fashioned sanity.
Because they were never built, entire neighborhoods that might have been wiped out were saved, downtown was never physically cut off from its surroundings (except to the south), and millions of dollars were reallocated to construction of the Metro. Because these highways were canceled, Washington is the beautiful, walkable, vital city that we know and love today.
Cross-posted at BeyondDC.
The Virginia General Assembly's 2015 session kicks off today in Richmond. Smart growth and environmental advocates are gearing up for a busy, if short, session. While things evolve quickly at the beginning of any legislative session, there are already several issues and bills to look for that may impact smart growth in Northern Virginia.
Because legislation over the past four years didn't make transit a priority, it faces big funding shortfalls. 65% of Virginia's population and gross state product lie within the urban crescent (from Northern Virginia to Hampton Roads), and with an aging population in rural areas, transit needs are growing.
Yesterday, Governor McAuliffe announced a package of transportation initiatives including a proposal to shift $50 million per year from ports, aviation, highways, and freight rail to transit. This helps, but isn't a long-term solution.
Transportation policy reform
Advocates expect that bills to reform the Public Private Transportation Act (PPTA) will try to prevent future disastrous project decisions, like Route 460 out of Hampton Roads, which wasted $300 million in taxpayer funds without having permits in hand. This year, proposed reforms to the PPTA include requiring better risk analysis and greater legislative oversight.
Highway advocates hostile to transit have tried for many years to make "congestion reduction" the main criterion for selecting transportation projects. Last year, the smart growth community won important amendments to a bill, HB2, which set more balanced criteria to give transit projects a fair chance at funding.
Unfortunately, transit opponents are back this session with bills to force VDOT to evaluate Northern Virginia projects solely under the congestion reduction standard. This would force officials to ignore the benefits of transit for moving more people, providing an effective commute option, reducing air pollution, promoting smart growth development, and maximizing walk, bike and transit trips.
Bicycle and pedestrian priorities
Legislators are proposing bills to improve safety for bicyclists and pedestrians, including anti-dooring bills, bills to make it easier to safely and legally pass cyclists with a 3-foot buffer, and bills to require stopping for pedestrians in crosswalks.
Another bill would ensure localities don't lose state funding if they make bike improvements on local streets. Today, changing road from two lanes each way to one lane each way, plus a center turn lane, plus bike lanes (as Fairfax County did with Lawyers Road) could reduce a jurisdiction's funding under the state formula.
Standards for Uber, Lyft, and other services
Ride-hailing services have hit the scene across the country, offering new options for getting around without owning a car. States are addressing how to properly regulate these services, and Virginia is no exception. Issues include insurance, background checks for drivers, access for the disabled and those without credit cards, and use of hybrid or other high-efficiency vehicles.
Threats to land conservation
Virginia's very successful Land Preservation Tax Credit program is facing significant cuts, even though it has effectively helped Virginians to voluntarily conserve tens of thousands of acres in farms and forests, and helped communities reduce sprawl and the costs of public infrastructure.
Opponents of land conservation are also pushing legislation designed to undermine the conservation easement program, impacting the right and ability of private landowners to conserve their land. Expect to see smart growth and conservation groups across the state partner to defend this program.
It seems that each year brings new bills pushing for new highways across the Potomac far upstream from the American Legion Bridge. New bridges have the potential to impact Great Falls, Reston, and eastern Loudoun, fueling more sprawl and diverting funds need for investing in transit and fixing the American Legion Bridge. Each year, we've won bipartisan support to stop these bills. We'll see if they pop up again.
Specific details on particular bills will become available on the legislative system as they are filed and published. We'll follow up with bill numbers, details, and links in upcoming posts as the legislative session continues.
Reagan National Airport will get a new concourse and larger screening areas, airport officials announced today. Meanwhile, Dulles International Airport's decrepit United Airlines concourse isn't getting replaced anytime soon. However, there's hope for Dulles to get out of its doldrums.
For a while, the Metropolitan Washington Airports Authority has been facing a dilemma. More passengers are using National, while domestic traffic fell at Dulles. Dulles is not just unpopular, but also expensive for the airlines.
A 2013 Council of Governments survey found that National became the preferred airport for flyers in even larger swaths of Prince George's and Northern Virginia than it was in 2011. It's growing, and has been feeling the pinch in crowded waiting areas, parking, and security screening lines.
Changes should fix crowding problems at National
According to a briefing this morning, MWAA will build a new concourse for the regional jet flights. Today, flyers have to take a shuttle bus to these flights, which adds a lot of time and hassle, and the waiting area is crowded. There's a building to the north of the existing concourses that's now MWAA offices; that are will become the new concourse.
The security screening at terminal B/C, which now crams into the three hallways accessing the piers with the gates, will move upstairs to the level with the ticket counters.
The airport hit a record 20.4 million passengers in 2013, and MWAA expects it will soon pass 22 million. National is one of the few airports in the nation with legal limits on its airplane traffic. There is a set number of "slots" which let airlines take off or land planes, and a perimeter rule restricts flights to airports more than 1,250 miles away, except for a set of exemptions that Congress has added over the years.
Congress added eight new daily long-distance exemptions in 2012. Four of those, which went to airlines without a lot of flights at the airport already, also added to the number of total slots. When US Airways and American merged, the Department of Justice further required them to give up slots which went to Southwest, JetBlue, and Virgin America; those airlines are flying larger planes than US Airways had been.
But National has very limited space for new growth. Meanwhile, Dulles domestic flying is caught in something of a spiral: it's less desirable than National, but its facilities also need more work. If people don't fly there, the airport will take in less money, and airlines end up paying more per passenger. That might convince airlines to fly there less, meaning fewer people fly. And so on.
Isn't that just as well?
MWAA frets a lot about this, but urbanists might ask, why is that a problem? National is more convenient for more people and has better transportation access. Why not have more air travel happen near the center of the region?
However, National's runways can't accommodate many more flights than there are today. The airlines could fly more larger planes (like 737s instead of regional jets; there isn't room for widebodies), but there's a limit on bigger gates. And even with the planned changes, there's not a lot of spare space for passengers in the terminals.
Many flights and people are going to have to go to Dulles and BWI, and that means we all should want those airports to have a lot of flights. Dulles has long been a United hub. Most large airlines today fly a "hub-and-spoke" network where they fly almost entirely to and from their hubs. Without a United hub, there wouldn't be flights to a lot of smaller eastern cities from Dulles, since United depends on connecting passengers to fill them.
This summer, some airline analysts even said United should drop the hub. Part of the reason: since it merged with Continental in 2010, United has an even better-performing (though also constrained) hub in Newark.
United hasn't taken that advice, at least not yet, and a lot of people said it's bad advice. But it reminds us that United does have to be successful at Dulles. And if people don't want to fly in and out of Dulles, that creates a problem.
Dulles is more expensive
There is another reason people don't like to use Dulles, and in particular, United's gates there: Their concourse is awful. The C and D gates are in what was originally built to be a "temporary" concourse. It's old, dark, and depressing. The A and B concourse, which serves international flights and other airlines, looks great... except for the little end of A for United regional jets, which is also terrible.
When MWAA built Dulles' new train, it didn't put the station right under the existing concourse, but a short ways away where the permanent one is supposed to go one day. Until that happens, however, you not only have to go from check-in to security to a train to the gate, but have an extra long walk.
United CEO Jeff Smisek has said United is reluctant to expand at Dulles because it is more expensive than other airports. Airports have to be self-sufficient and pay for their facilities and operations through revenue they earn inside the airport (like restaurant concessions) and fees airlines pay. When an airport wants to build new facilities, it has to take on debt that raises the costs for the airlines.
Airlines usually look at this as "cost per emplaned passenger," or CPE. If passengers go up, the overall payment from airlines doesn't change, but the denominator rises, so the CPE is lower. According to MWAA spokesperson Chris Paolino, Dulles' is now about $26, though international carriers pay more and domestic ones (like United) less. The CPE at DCA is around $12 and at BWI under $10.
So not only is Dulles less desirable for passengers, but it's pricier for airlines. If MWAA built a new concourse for United, it would expect United to foot most of the bill, and that means United would see Dulles as even more expensive than it is.
While Smisek isn't revealing all of United's calculations about what a new concourse might be worth to them, it's not unreasonable for him to worry about that cost on top of all of Dulles' other costs. That means either Dulles stays crummy or it gets even more expensive.
MWAA needs more revenue at Dulles
To lower the CPE, MWAA is trying to create new revenue at Dulles. Paolino, the MWAA spokesperson, said the authority is trying hard to do that, such as bringing in higher-end shopping and better restaurants to Dulles (and National).
MWAA has also been looking at developing some of the land around the airport with hotels and other uses, and pushing ideas for increasing cargo capacity at Dulles.
Unfortunately, this pressure to get more revenue at Dulles leads MWAA to push policies that are destructive for the region as a whole. It and other airport boosters lobby for more north-south highways along the Outer Beltway route so people can drive to Dulles, even though flyers would be a tiny fraction of the traffic on the road. It would mostly fill up with people buying houses in new sprawling subdivisions at the region's fringe which would suddenly become more valuable with a highway.
New agreement will subsidize Dulles with revenue from National
The changes MWAA announced today are part of a proposed agreement with the airlines. If they ratify it, in addition to the changes at National, $300 million of revenue from National will help reduce the debt load at Dulles. Aviation reporter and GGW contributor Ned Russell reports that National's CPE will rise to $14.68 and Dulles' fall to $25.48. That's still a big gap, but a little less than without the shift.
This seems sensible. While it's a good thing more people are using National, it's also not fair for the more desirable airport to have lower costs. The airlines want to fly at National no matter what; higher costs won't deter them. At the very least, MWAA shouldn't be making Dulles less desirable.
The new agreement doesn't include any new concourses at Dulles, Russell said, but if United's CPE can be more equal between the two airports, in a few years it could make economic sense for MWAA and United to agree to invest in that airport.
As Virginia's legislative session continues, House Republicans are still trying to take local planning authority from Northern Virginia cities and counties. Two bicycle safety bills have moved forward. And Hampton Roads may get a regional transportation authority of its own.
Bike bills seek to prevent "dooring"
Two bicycle safety bills have passed the Senate and are heading to the House of Delegates, including a bill that would require three feet of clearance when passing a cyclist. Another bill, Senate Bill 225, codifies that a car driver or passenger must ensure that the road is clear before opening their car door into traffic. And the House of Delegates passed HB 82, which specified that non-motorized transportation was included in the law that prohibits drivers following too closely.
However, two road safety bills that would have clarified a driver's duties to pedestrians in crosswalks were defeated in the House.
Delegates rewrite bill stripping Northern Virginia's ability to plan for itself
In our last update, we talked about HB 2, which would reduce Northern Virginia's ability to plan its own transportation projects. It's been significantly rewritten to put transit projects on more equal footing with roads and highways.
It will allow the state to evaluate projects on economic development, safety, accessibility, and environmental quality in addition to congestion relief, which would have been the only factor under the previous bill.
Meanwhile, HB 426, from Chantilly Republican Jim LeMunyon, has been tabled. It called for a "study" of transportation options on I-66 that only included more lanes for cars. It's unlikely that it will come up again this year.
But Delegate LeMunyon did get a House Bill 793 out of committee. That bill would have VDOT recommend specific transportation projects to the groups that plan these projects in Northern Virginia. Bills like this want to ensure that there's always someone advocating for highway projects that local governments may have already said they are not interested in. And this one violates the spirit of last year's transportation bill, which allowed Northern Virginia counties to plan for more public transportation solutions to congestion rather than pursuing a strategy that only focuses on newer and wider roads.
Another bill that we covered and is aimed at pushing a transportation solution that local counties may not want is House Bill 1244 from Delegate Tom Rust (R-Herndon), which would study and likely advocate for another highway crossing of the Potomac River as part of the Outer Beltway. It's been referred to the appropriations committee.
And HB 957, which would delay giving the state more control over VRE's executive board, passed the House. The bill initially called for repeal but this delay means that repeal can be considered again next year.
Good news for red-light cameras, Hampton Roads
The Hampton Roads area may soon be getting a local transportation planning authority similar to the Northern Virginia Transportation Authority with HB 1253, which has moved out of committee. This may be a benefit to Northern Virginia since such a group could bolster the argument that transportation decisions can be answered effectively by local governments.
Meanwhile, House Bill 973, which would have repealed localities' authority to install red light cameras, has been defeated.
We'll keep you updated on what happens to these bills.
As the Virginia legislative session continues, lawmakers in Richmond have agreed to remove the hybrid car tax, and successfully defeated an attempt to take away Northern Virginia's ability to plan and fund its own transportation projects. But several destructive bills, including one that could force the state to widen I-66 in Arlington, are still on the table.
Hybrid car tax poised for repeal
Several lawmakers introduced bills to repeal a tax on the sale of hybrid cars, which the state passed last year. One such bill has now passed both houses and Governor Terry McAuliffe says he will sign it.
The original bill's justification was to make sure that hybrid car owners who use less gas, and thus pay less in gas taxes, still contribute to maintaining state roads. But its critics contend that the $64 tax is an inefficient way to make up for the lost revenue and unfairly punished hybrid drivers who are helping the environment by using less gas.
Attempts to limit Northern Virginia's choices narrow
Legislators have tabled several bills that sought to restrict the power of the Northern Virginia Transportation Authority (NVTA), which selects and funds transportation projects in that area. Instead, Republicans want Richmond to decide what gets built there, especially if it involves widening and building new highways.
Meanwhile, House Bill 658, sponsored by David LaRock (R-Sterling), would limit "transit, rail, and public transportation" to get at most 25% of Northern Virgnia's transportation funds. Not only is that an arbitrary standard, but it ignores how transit is already moving people and reducing highway congestion.
This proposal could prevent good transit projects from happening. If the region wants to ramp up a major new Metrorail, light rail, streetcar, or bus rapid transit project and spend more in one year than another, this cap would severely limit that ability. Besides, Northern Virginia should be able to choose how much to spend on different transportation priorities as it sees fit.
Bill would rate transportation projects on "congestion reduction"
Meanwhile, the legislature is still debating HB 2, which would require that the state pick transportation projects based on how much they are "expected to provide the greatest congestion reduction relative to cost." This relies on defining congestion solely as how many cars can move through an area, which automatically puts public transit at a disadvantage.
By its very nature, transit doesn't involve moving cars, and often requires a higher initial investment than a road project of comparable size. This proposal also ignores the ancillary benefits of transit, like lower pollution and the ability to tie transportation to land use, which can reduce overall car trips and conserve land.
"Study" bills push wasteful highway projects
A few bills require the Virginia Department of Transportation (VDOT) to conduct studies of highway projects their authors really want to see built. HB 426, by Jim LeMunyon (R-Chantilly) demands a study of adding extra lanes (that aren't subject to HOV restrictions) on I-66 inside the Beltway in Arlington and Falls Church.
The original bill would have forced the I-66 widening to be part of VDOT's capital plan. LeMunyon changed it to only require a study, which means that even if it passes, it wouldn't necessarily mean the project happens. However, once a study gets finished, it's a lot easier for a sympathetic future administration to turn it into reality, and gives project supporters something concrete to push for.
The language doesn't allow VDOT to consider any sort of transit alternative to widening the highway, even though there is a rapid transit option, the Orange Line, literally running down the middle. It already assumes that the only solution for I-66 is more lanes for cars. Besides, VDOT already studied widening I-66, and the results show that general purpose lanes are not effective, while HOV, managed toll lanes and express bus perform better.
Another bill, HB 1244 by Thomas Rust (R-Fairfax) would push forward on studies to build an Outer Beltway with new bridges over the Potomac outside the Beltway. This would stimulate more car-dependent sprawl on what is now rural land at the region's edge.
Maryland opposes the idea, in order to protect its rural land in Montgomery's Agricultural Reserve and Charles County in southern Maryland. It instead wants to add capacity, for transit or cars, on the American Legion Bridge between Potomac and McLean, and is widening the Route 301 Henry Nice Bridge south of Washington. Despite this, former Transportation Secretary Sean Connaughton initiated a study about potential new bridge locations. HB 1244 would make VDOT take the results of that study and recommend specific options.
Things are still very busy in Richmond. We are seeing the effects of local debates regarding Northern Virginia's transportation future reverberate at the state capitol just as hotly as they were contested back home. Bills rise and fall very quickly in the Virginia legislature, and we will keep you up to date on what is happening.
On the surface, the Bi-County Parkway/Outer Beltway controversy is about transportation. But it's not. It's about growth: where should it be in Virginia? The farms of Loudoun, Prince William, and Fauquier? Or along future Silver Line stations, and closer to the core? Some people stand to benefit from more outward growth, but not most residents of our region.
The Washington Post's Jonathan O'Connell confirms what many suspected, even though it sounded a bit like a conspiracy theory: People with large land holdings along the Bi-County Parkway route, who stand to benefit personally from building more houses there, are pouring substantial cash into lobbying efforts and campaign donations for the road.
O'Connell pulls back the curtain on the 2030 Group, an organization that appeared in 2010 with the stated goal of encouraging "regional cooperation." Cooperation is great, but 2030's version seems to mean getting all officials to cooperate on a certain, predetermined agenda of speeding up outward growth as well as infill.
The group's founder, Bob Buchanan, started the group largely because he owned 400 acres in Loudoun County but people didn't want to build there. O'Connell writes:
The family trade was home building when Buchanan returned from the Navy as a young man. He became a master of site development, the business of acquiring large tracts of land, securing the necessary zoning and transportation improvements, and readying lots for other developers to turn into subdivisions, office parks or shopping centers. ...Buchanan also tells O'Connell that he's changing with the times, being more concerned about the environment, and building multi-family housing and mixed-use instead of just houses. And Arcola is mixed-use, with townhouses, offices, retail, hotels, and more.
One of his largest deals, made a decade ago, was a 400-acre property at the intersection of Route 50, Route 606 and the Loudoun County Parkway. At that time, Loudoun housing market was seeing double-digit annual price increases. It was one of the most profitable places in the country to build new houses.
Buchanan Partners planned to turn the grassy, partially wooded site into Arcola Center, with 2 million square feet of commercial space, more than 1,000 homes and 800,000 square feet of retail around a main street anchored by a Target and other big chains.
After the housing bust, construction of exurban subdivisions froze, and the prospects for projects like Arcola dimmed. Land values and housing prices in Loudoun collapsed.
If you're going to build in a greenfield site at the edge of the region, there is better design and worse design. But even the best greenfield town center without transit will generate more car trips compared to the same growth in the core or near Metro.
As the real estate maxim goes, "location, location, location." If the demand to live southwest of Dulles Airport is weak while prices around Metro are rising higher and higher, that tells you something.
For a developer who doesn't already own 400 acres southwest of Dulles, it tells you to try to build more housing at Metro stations and in the core. Buchanan, instead, concluded he should lobby the state to spend a billion or so to entice people to live around his 400 acres.
With development stagnant, Buchanan looked to local public officials for solutions but saw none forthcoming, he said. Frustrated, he enlisted like-minded partners to form the 2030 Group. ... In a three-year period, according to the group's tax forms, the 2030 Group spent more than $520,000 to finance research at George Mason University and the University of Maryland.2030 hired PR firm Dewey Square Partners to promote its activities and fairly soon after released a list of transportation priorities. Longtime Virginia Outer Beltway advocate Bob Chase and Maryland outer highway advocate Rich Parsons interviewed a group of secret, unnamed "experts" to create a list that ironically matched Chase's and Parsons' existing preferences.
Buchanan said critics who worry about 2030's influence should be more concerned about how the region will handle expected growth, given its political divisions. Not building new roads, he argues, is not going to stop people from wanting to live and work in the Washington area; it will just add to the already acute traffic congestion.
"The development is coming because people are moving here and they want to live here," he said.People are moving here. And while some want to live in all parts of the region and all housing types, the greatest demand is for new and existing walkable neighborhoods near transit.
If Buchanan really wants the region to invest where people are moving and where they want to live, he wouldn't push for an Outer Beltway segment that goes past his 400 acres; he and 2030 would push for, say, a light rail line from Tysons to Merrifield to Annandale to Alexandria, through many places already near transit, already with many roads, and where there's ample demand for new housing.
People want transit-oriented development. The region needs to build more. There isn't enough now. To have TOD, you need transit. Therefore, to build what people want, we need regional transportation dollars to go into that transit, not the Bi-County Parkway.
DC, Maryland, and Virginia have proposed their latest series of changes to a regional transportation plan. It's amusing to look at the list: DC's new projects are all about reconfiguring roadways to be less like highways, while Virginia's are all about adding or widening highways.
This is part of an annual process where the states and DC update lists of what projects they want to do in coming years. The regional Transportation Planning Board has to ensure that the lists, which form the Constrained Long-Range Plan, fit with expected local and federal revenue, and juggles assumptions until staff can at least claim that all the new roads won't make our air quality too bad.
DC is adding 6 new projects, to construct bus lanes on I Street, make New Jersey Avenue 2-way, add a bike trail, and reduce the number of general travel lanes on 4 streets. Those projects will cost about $20.5 million altogether.
The DC changes also include the median on Pennsylvania Avenue east of the river and 2 cycle tracks which have already happened but weren't in the TPB's plan yet.
Meanwhile, Virginia wants to widen 5 highways, build new ones through Manassas Battlefield and around Dulles Airport, and add highway ramps around Tysons Corner, for a total cost of $750 million to $1.4 billion depending on what they choose for Dulles. All of that money is for car capacity; there are no transit, pedestrian, or bicycle projects being added to Virginia's list this year.
Maryland isn't changing much this round; it's just moving some money from the Corridor Cities Transitway to the Purple Line.
Here is the list of new projects for the District of Columbia (not counting ones DC is adding which are already complete):
- I St. NW from 13th St. NW to Pennsylvania Ave. NW: Add peak period bus-only lanes
- New Jersey Ave. NW from H St. NW to N St. NW: Reconstruct from 4 lanes one-way to 2 lanes in each direction
- 17th St. NE/SE from Benning Rd. NE to Potomac Ave. NE: Reduce from 2 lanes to 1 lane southbound
- C St. NE from 16th St. NE to Oklahoma Ave. NE: Remove 1 of 2 travel lanes in each direction to calm traffic
- East Capitol St. from 40th St. to Southern Ave.: Implement pedestrian safety and traffic operations improvements and remove 1 of 3 travel lanes in each direction
- South Capitol St. from Firth Sterling Ave. SE to Southern Ave. SE: Design and construct a paved bicycle and pedestrian trail and reduce the number of lanes from 5 to 4
- Widen I-395, Shirley Memorial Highway, Southbound from Duke St. to Edsall Rd.
- Capital Beltway HOT Lanes: The segment of HOT Lanes between south of the George Washington Pkwy and
south of Old Dominion Dr. was planned to be 2 lanes wide. VDOT proposes to make this segment 4 lanes wide.
- Capital Beltway Ramps at Dulles Airport Access Highway and Dulles Toll Road: Construct a new ramp connecting the northbound general purpose lanes on I-495 to the inner lanes of westbound Dulles Airport Access Highway. Widen the ramp connecting eastbound Dulles Toll Road to the northbound general purpose lanes on I-495 from 1 to 2 lanes.
- Widen US 1, Jefferson Davis Highway from Lorton Rd. to Annapolis Way from 4 to 6 lanes.
- Widen VA 7, Leesburg Pike from I-495 to I-66 from 4 to 6 lanes.
- Construct 2-lane collector-distributor roads parallel to Dulles Toll Road between VA 684, Spring Hill Rd. and VA 828, Wiehle Ave.
- Dulles Toll Road Ramps in Tysons: Construct a ramp to and from the Dulles Toll Rd. to the new Boone Blvd. extension at Ashgrove Lane. Construct a ramp to and from the Dulles Toll Rd. to the new Greensboro Dr. extension at Tyco Rd.
- Dulles Greenway Ramp: Construct a new egress ramp from the Dulles Greenway to the planned Hawling Farm Blvd.
- "Improved access" to Dulles Airport: [4 alternatives, a no-build and 3 that involve new 4-lane limited access highways or widening US-50 and VA-606.]
- VA 28 Manassas Bypass: Study a proposed 4 to 6 lane bypass through Prince William and Fairfax Counties.
- Change in project cost of the Corridor Cities Transitway from $1.2 billion to $828 million
- Change in project cost of the Purple Line from $1.79 billion to $2.245 billion
Still, this gives something of a glimpse into what's on the minds of transportation planners in each jurisdiction right now. DC is spending some small dollars to reconstruct roads to better accommodate pedestrians, cyclists, and buses; Viginia is spending big dollars on new road capacity.
Are you coming to the party to celebrate 5 years (and one month) of Greater Greater Washington? We hope you can!
We'll be celebrating from 6-10 pm at Woolly Mammoth Theatre Company, 641 D Street, NW near Archives Metro and not far from Gallery Place. Besides a great chance to meet your fellow readers, some elected officials from DC and elsewhere in the region will be joining us.
Unfortunately, it's impossible to schedule any event without conflicting with some other great stuff. In Montgomery County, the Chevy Chase Lake Sector Plan hearing is also Tuesday, so some of our Montgomery readers will be testifying. It also means our friends on the County Council won't be able to join us.
Plus, there are many more important forums and workshops coming up in DC, Maryland, and Virginia:
Live chat on building heights: The National Capital Planning Commission is also having a forum from 7-9 Tuesday on building heights, with speakers from 3 other capital cities, London, Paris, and Berlin.
Fortunately, there's another chance to engage in the conversation: I'll be moderating a live chat with some of the panelists at 12:30 Tuesday. More details will come soon. If you have questions about how other capital cities deal with building heights, post them in the comments.
Outer Beltway community meetings: Smart growth and environmental groups are holding three community meetings about VDOT's efforts to build an Outer Beltway in Virginia. The meetings are on successive Mondays: March 4 in Middleburg, March 11 in Chantilly, and March 18 in Ashburn.
ACT with Ken Ulman: This month's Action Committee for Transit meeting will feature Ken Ulman, Howard County Executive and a likely candidate for governor. He'll talk about how Route 29 fits into the future of transit in Maryland. The meeting is Tuesday, March 12, 7:30 pm at the Silver Spring Civic Center, One Veterans Place.
MoveDC workshops: As it moves into the next phase of designing a citywide transportation plan, the MoveDC project will hold 4 workshops in the evening of Wednesday, March 20 (at Minnesota Avenue), Thursday, March 21 (in Anacostia), Tuesday, March 26 (on Capitol Hill), and Thursday, March 28 (in Tenleytown).
Have an event we missed? Post it in the comments or email firstname.lastname@example.org.
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