Posts about Purple Line
The Purple Line is necessary to finish the Capital Crescent Trail, which currently ends over a mile west of its planned terminus at the Silver Spring Metro station. But if CSXT doesn't agree to give up the land where the trail would go, Maryland may simply give up on it.
Finishing the trail requires CSXT's cooperation
Last week, the Maryland Transit Administration released its final environmental impact study (FEIS) for the Purple Line, explaining in detail how the light rail line between Bethesda and New Carrollton will work and what impacts it will have. MTA will collect public comments and give them to the Federal Transit Administration, which will then issue a Record of Decision on whether to continue design development and acquiring land.
The FEIS raises a major issue about completing the Capital Crescent Trail into downtown Silver Spring that has not drawn much attention before. Today, the trail runs between Georgetown, Bethesda and Lyttonsville, 1.5 miles west of the Silver Spring Metro station, with an interim trail along local streets for the rest of the way. Current plans call for building the Purple Line alongside the trail between Bethesda and Lyttonsville, then extending the trail to Silver Spring along the east side of the Red Line tracks.
Planned route of the extended CCT with the Purple Line "Preferred Alternative." Image from the Maryland Transit Administration.
Most of the land required for this is already publicly owned, but there are a few sections where it would need to use CSXT owned right-of-way. However, CSXT's general policy is to not allow trails in its right-of-way. MTA sent CSXT a letter last November requesting that they make an exception for this project, but CSXT has still not granted one to date. The FEIS says that if CSXT doesn't want to let the state use the right-of-way, the CCT won't be built.
According to the FEIS, if the two parties can't reach an agreement by the time construction on the Purple Line begins, MTA would simply rebuild the existing Capital Crescent Trail between Bethesda and Lyttonsville and keep the interim bike route on local streets. MTA and Maryland appear ready to give up on working with Montgomery County to complete the CCT into downtown Silver Spring if it cannot get CSXT's land for the trail.
This could be devastating to the CCT and regional trail network. There would be no off-road trail connection to downtown Silver Spring, no continuous off-road trail between Silver Spring and Bethesda, and no connection to the Metropolitan Branch Trail, forming a complete off-road "bicycle beltway." The off-road CCT extension that has been promised in every Georgetown Branch Trolley and Purple Line concept study and planning document for more than two decades would be no more than a broken promise.
There is an alternative way to finish the trail
The FEIS presents a false choice: either get CSXT cooperation for the preferred trail alignment entirely in the corridor, or give up on building any off-road trail and dump the CCT onto local streets at Talbot Avenue. But it is possible to complete an all off-road CCT into downtown Silver Spring without CSXT cooperation.
A "Plan B" trail would be as safe and nearly as direct as the trail would be on the preferred alignment, and could be less expensive to build. Since most of the preferred route is already on public land, small adjustments could move it out of the CSXT right-of-way completely.
This aerial map shows that it is possible to bring the CCT down 4th Avenue, just a few feet east of the CSXT right-of-way, and behind the Woodside Mews townhouses to Lyttonsville Road. Lyttonsville Road is a dead-end street and extra-wide for the little traffic it carries. It can easily have a "road diet" width reduction to free the space needed for an off-road CCT while still leaving room for traffic lanes and on-street parking.
After turning south onto 16th Street, the trail can descend below the overpass This would give us the much desired grade-separated crossing under 16th Street, but may require "taking" approximately 12' of land from the Park Sutton and a few feet of right-of-way from CSXT on the west side of the street. The 16th Street Bridge must be rebuilt for the Purple Line, so the state must engage CSXT in right-of-way and construction issues at this location regardless of the trail.
If that doesn't work, another option is to cross 16th Street at a new light at Lyttonsville Road, then go down the east side of 16th Street to the CSXT. This would stay well clear of any CSXT right-of-way at the 16th Street Bridge, and would require little or no additional space along 16th Street. An at-grade trail crossing of 16th Street would be much safer at Lyttonsville Road than the existing on-road trail crossing at Second Avenue, because this crossing would be shorter, would have very little turning traffic, and could use the wide median for a "safety refuge".
From there, the trail could join the publicly owned 3rd Avenue right-of-way, which is continuous from 16th Street to Fenwick Place and is already part of the preferred route. There is other private and public right-of-way that can be used for the trail from Fenwick Lane to the Metro Plaza Building at Colesville Road.
The trail does appear to need a small amount of CSXT right-of-way at Metro Plaza, but the Purple Line will already be using this area to cross over the existing rail tracks in a structure shared with the trail. It is unlikely CSXT would try to block putting a trail here.
This avoids the only portion of the CSXT corridor where their "cooperation" is essential to building the CCT's preferred alignment, a small section behind the Park Sutton condominium at Lyttonsville Road and 16th Street. The preferred route would be relatively isolated behind the building, built behind a high retaining wall and a crash wall for trains.
By placing it on street for a short segment, "Plan B" would be only a few hundred feet longer, and it can be more inviting, more visible, and more accessible over most of its length. The cost to build the bypass route should be lower than the cost of the preferred trail route, because less retaining wall would be needed and the CSXT crash wall would be eliminated.
Looking down Lyttonsville Road from the Woodside Mews Townhomes toward 16th Street. Photo by the author.
"Plan B" has already won community support
The CSXT bypass route is a key part of the off-road "interim" trail planned years ago and described in the M-NCPPC report "Facility Plan for the Capital Cresent & Metropolitan Branch Trails," approved by the Planning Board in January 2001 and available online on the Coalition for the Capital Crescent Trail website. Representatives from nearby communities, trail user groups, Planning Department staff, and professional trail design group Lardner and Klein developed the plan.
At the time, plans for the single-track Georgetown Branch trolley, proposed to run from Bethesda to Silver Spring, had fallen by the wayside and it appeared that no transit would built along the corridor anytime soon. But shortly after this study was approved the movement for transit came to life again as the Purple Line. The "long term" part of "interim trail" went away, and with it the support for spending millions to build it.
David Anspacher, trail planner for the Planning Department, has recently begun to examine the "Plan B" bypass concept. He has circulated this and other alternative CCT route ideas among planning staff for comments, and has asked trail design consultants Toole Design to include this in an evaluation of CCT alternatives they are doing for the department. This work becomes ever more important as CSXT continues to withhold its cooperation on the trail.
"Plan B" needs to become a feasible option for the CCT
If we allow MTA to give up so easily on the Capital Crescent Trail and it proceeds to build the Purple Line with no consideration for a possible "Plan B" trail, we may get no trail at all. What can trail advocates do?
For starters, you can submit comments on the Purple Line FEIS, pointing out that there are options for an off-road CCT that bypasses the CSXT right-of-way, should it refuse to cooperate on the trail. Ask MTA to commit to designing and building the best feasible off-road CCT extension into downtown Silver Spring, in coordination with Montgomery County, consistent with the promises it has made to the community for over two decades.
Also, you can contact the Montgomery County Executive, Council, and Planning Board and let them know there are options for completing a good off-road CCT that do not require CSXT right-of-way. Ask them to accelerate study of "Plan B" options to be ready in case CSXT blocks the preferred CCT alignment. Tell them that we expect them to keep the promises they have given to us for many years to complete the CCT, and this trail is much too important for them to give up so easily.
A version of this post appeared at Silver Spring Trails.
This week, celebrate the new 11th Street bridge, learn how DC could become the nation's cycling capital, Metro's plans to run buses all night, and how to live a greener life at events all around Greater Washington.
New 11th Street Bridge: On Saturday, Mayor Gray and DC officials will dedicate the bridge with a festival from 12-3pm on the local span featuring music, performances, and food trucks. Click here for more information.
Talk about bikes in Arlington: Dr. Ralph Buehler, professor and author of City Cycling, will talk about ways to promote biking with Shane Farthing of WABA, Arlington County board member Chris Zimmerman, and our own Jaime Fearer. The event will be on Thursday, September 12 at 6:30pm at the Virginia Tech Research Center, 900 N. Glebe Road in Arlington. Visit their website for info or to RSVP.
After the jump: Learn about the Purple Line in Bethesda and how Montgomery County's demographics are changing. And if you have any events for future roundups, email me at email@example.com.
Could Metrobus run all night?: Next week, the Action Committee for Transit hosts Jim Hamre, head of bus planning for WMATA, who'll talk about plans to increase late-night bus service. That meeting will be at 7:30pm on Tuesday at the Silver Spring Civic Building, One Veterans Place in downtown Silver Spring. For more information, visit their website.
Green Living Expo DC: Over 40 exhibitors, workshops, and eco-tours will offer information on bike lanes, home energy-saving resources and government grants, green roofs, urban forests, and more. The event will take place at the University of DC's Dennard Plaza on Saturday, September 7th from 10 am to 4 pm. Visit greenlivingdc.org for more info.
Going Purple in Bethesda: Montgomery County planners are exploring potential design options for routing the Purple Line and the Capital Crescent Trail near Wisconsin Avenue and want public input. The event will take place at the Bethesda Regional Services Center, 4805 Edgemoor Lane on Saturday, September 7th beginning at 10 am. Find out more information at the Planning Department's website.
Discuss Montgomery County's future: The Committee for Montgomery will host a forum on the county's rapidly changing demographics featuring Metro's head planner Shyam Kannan and Gwen Wright, director of planning at the Montgomery County Planning Department. The discussion will happen on Monday, September 9 at 8am at Building 1 of the Universities at Shady Grove in Rockville. For more information or to RSVP, visit their website.
Earlier this week, Maryland Governor Martin O'Malley announced plans to build and operate the Purple Line using a public-private partnership, also known as a P3. What does that mean for riders and taxpayers?
A P3 is a partnership between a government agency (in this case, the Maryland Transit Administration) and a private firm (called a "concessionaire") to build and operate an infrastructure project. Many P3s are toll roads, like the new Beltway HOT lanes in Northern Virginia. But transit P3 projects are fairly new to the United States. Currently, the only example in the nation is in Denver, which is using one to build almost 70 miles of rail projects.
The details of the public-private partnership won't be hammered out for some time, so there's still a lot we don't know about what this method of construction and operation will look like. But a recently-published "presolicitation report" from the Maryland Department of Transportation (MDOT) tells what they have in mind.
What is a P3?
Essentially, the idea is to leverage private capital and the efficiency of private firms to reduce the public cost of building and operating a project. It also helps the agency by making costs more predictable and assigning risk to the private contractor. MDOT currently estimates that they could save about 20% of the cost of constructing and operating the Purple Line for 30 years by entering into a P3.
While they aren't common in the United States, our neighbors in Canada use them a lot. One notable example is Vancouver's new Canada Line, opened in 2010, though it's not without its criticism.
Where do the savings come from?
In P3s, the cost savings come primarily from two factors: private firms may be more efficient, and risk may be more properly assigned and managed.
One way projects end up wasting money is through "interface problems." For example, a crew comes out to string catenary wire, but they discover that the catenary supports haven't been installed yet. That risk is still there with a P3, but since the contractor has assumed the risk, it's their problem, not the public's.
Meanwhile, the contractor, which is likely to be a major firm, may be able to leverage their other investments to get a good deal on steel. Or they might have a subcontractor who builds railcars, which saves them from having to do a separate procurement.
How will this P3 work?
In a few months, MTA will ask qualified contractors to submit bids to operate the Purple Line. These bids will be very detailed, and MTA will use a "best value" method to pick the contractor, not necessarily picking the cheapest bid.
Each prospective concessionaire will include their estimate for what they can build the Purple Line for, plus what they think it will cost them to operate and maintain the line for 30 years. MTA estimates that the selected contractor will also put in between $400 to $900 million. The agency will put in additional money, as will the federal government, through the New Starts program.
MTA will pay the contractor an annual "availability payment," which equals the contractor's contributions plus the operating costs the contractor estimated in their bid, divided by 35 (5 years of construction, plus 30 years of maintenance). During construction, the contractor will have to take out a performance bond that MTA keeps in case they can't complete the project. If they go out of business after construction is complete, MTA would have to rebid the contract.
Will the concessionaire hike fares or cut service to make a quick buck?
MTA, not the concessionaire, will set the fares, service hours, and train frequency.
The concessionaire wouldn't make money from this, anyway. Like all transit lines in the United States, the Purple Line will not earn enough fare revenue to be profitable. If the contractor can provide their services for less than what was budgeted, they'll keep the difference as (additional) profit. But if they go over budget, they'll lose money.
How will Maryland hold the operator accountable?
MTA will write very detailed requirements in the contract setting performance standards for on-time performance and cleanliness. If the operator can't meet these standards, the MTA could pay them less. That gives the operator a financial incentive to provide good service.
What will the concessionaire be responsible for?
The concessionaire's responsibilities can differ from one P3 to another, but the private firm selected for the Purple Line will be responsible for completing design, building the project, acquiring railcars, and then operating the line for 30 years.
Will the private firm own the line?
No, the state of Maryland will own the Purple Line. After 30 years, the firm operating the line will be responsible for giving it back to the state in a certain pre-specified condition. At that point, the MTA could decide to operate the line on its own or rebid the project to a different firm or even the same firm.
Why is the Purple Line a good choice for a P3?
The Maryland Transit Administration's operations, including local buses, light rail, and subway, are primarily focused in Baltimore, 30 miles from the Purple Line. Because it's so far away, the MTA would likely need a new management and operations structure just for that one line, meaning it would basically stand alone. That makes it a good candidate for a P3, as opposed to the Baltimore Red Line, which interacts with several other MTA services and is much closer to home.
According to the MTA's Henry Kay, the Purple Line's risk profile is well suited to the private sector. In many cases, there will be tight quarters and traffic management plans. There's lots of risk that those conditions will delay the project or make it more expensive. One overarching contractor can better manage that risk than a public agency with multiple contractors. And if the contractor can't manage the risk well, it's their money, not the state's.
There are other risks, like unpredictable weather or even subway tunneling, which are difficult to manage. Contractors may be reluctant to assume the risks of building the Baltimore Red Line, with its long downtown subway. That makes it a less likely candidate for a P3.
Why consider a P3 for transit at all?
Using a P3 for the Purple Line will allow the MTA to spend a little less up front for the project, allowing Maryland to make better use of its gas tax revenues for projects around the state.
According to the MTA's
Assistant General Manager Executive Director for Transit Development and Delivery Henry Kay, the P3 will be more predictable for MTA. For example, once MTA grants the contract, they'll know exactly how much it will cost to run the line every year for 30 years. If energy costs go up or labor costs go up, the contractor is on the hook. But the state will always pay the same price, unless the contractor fails to meet their performance targets (in which case, Maryland would pay less). That could help keep fares and tax rates in check.
Of course, there are risks in a P3. The contractor could go bankrupt, or they could fail to deliver what they promised. MTA's goal is to provide good transit service, and they need to find a reliable partner who they can hold to the same high standard. Over the next several months, the MTA will release a Request for Proposals and companies will respond, allowing us to get a better understanding of how this P3 might work.
Since public-private partnerships for transit are generally untested in the US, communities and transit agencies across the country will watch the Purple Line to see how well they work. Hopefully, it will set the bar high.
Maryland will find a private partner to build and operate the Purple Line. The state will also provide over $1 billion in funds for a set of projects that also includes the Corridor Cities Transitway, improved bus service in Montgomery County, and several road projects.
Governor Martin O'Malley announced the funding and partnership plans today at an event with state and local officials at the Bethesda Metro station. "We made the better choices to invest in the future of Maryland's transportation network, allowing us to create more than 57,200 jobs for our hardworking families and rebuild our state's infrastructure," he said.
The Purple Line, which has been proposed in various forms since the 1980s, is now one step closer to becoming a reality. Maryland Transit Administration officials estimate that the 16-mile light-rail line between Bethesda and New Carrollton would carry over 74,000 people a day in 2040. If the Federal Transit Administration issues a Record of Decision approving the $2.2 billion project this fall, it will be eligible for federal funding.
"For the first time in a generation, we are seeing the results with significant and long overdue transportation infrastructure investments for our priority projects," said Montgomery County Executive Ike Leggett.
In a public-private partnership, Maryland would share the cost of building the Purple Line with a private company, then pay them an annual fee to operate it. It's the same arrangement Colorado is using to build 122 miles of new rail transit in the Denver area. Officials also anticipate that the federal government could provide a 40% or $900 million grant, which is common for most federally-funded transit projects, and that local governments might contribute funds as well.
The state has now set aside about $900 million for the Purple Line, including $280 million budgeted earlier this year for design work and buying right-of-way. The funds come from the gas tax increase legislators approved in March.
Maryland will also provide $100 million for the 9-mile first phase of the Corridor Cities Transitway between Shady Grove and Clarksburg, along with $85 million in operating subsidies for Ride On. There's also $125 million for a new interchange at I-270 and Watkins Mill Road, which will support a new transit-oriented development in Gaithersburg. In May, O'Malley announced funds for other projects throughout the state.
Transit and smart growth groups are nervous about the $38 million earmarked for several road projects, including a bypass around the town of Brookeville, road widenings along Routes 28 and 198, and 2 new interchanges along Route 29 in East County. They say it undermines the state's environmental goals by encouraging more suburban sprawl. In a letter to O'Malley, representatives from the Action Commitee for Transit, the Coalition for Smarter Growth, the Sierra Club, and Clean Water Action say the money would be better spent on more transit.
There were also a number of vocal protesters at the event who oppose building the Purple Line along the Georgetown Branch Trail, a former freight rail line between Bethesda and Silver Spring whose right-of-way Montgomery County bought for use as a transitway in 1986. The Town of Chevy Chase and Columbia Country Club, which both abut the trail, have spent years and large amounts of money fighting the project.
During the governor's announcement, about 20 members of the group Save the Trail waved signs and chanted, and some occasionally argued with Purple Line supporters. A few little kids with Save the Trail shirts and signs told me I could take the bus if I needed to go from Silver Spring to Bethesda. One man wearing a Save the Trail shirt waved a sheet of ridership figures in my face, yelling "No one's going to ride it!"
But most people were excited about seeing the Purple Line come to fruition. "I live in the neighborhood. I don't care about your trail. I like public transit," said Barbara Rice of Bethesda to the man. "All you rich people care about is yourselves."
After pushing for the Purple Line for decades, supporters finally had some good news to share. "Many of us have been waiting 25 years for this day," said Ben Ross, vice president of the Action Committee for Transit, smiling.
This week, the Montgomery County Council reduced planned development in Chevy Chase Lake and recommended the same for Long Branch, both home to future Purple Line stations. Residents say new development will lead to traffic and, in Long Branch, gentrification. But making it harder to build around transit may make those issues worse.
Now that Maryland has a new transportation funding source, work on the $2.2 billion Purple Line between Bethesda and New Carrollton could open as early as 2020 if the state can get matching funds from the federal government. Naturally, people will want to locate near the line, so Montgomery County's working on plans for neighborhoods along the corridor to accommodate new residents, businesses, and public amenities.
This week, they passed a plan for Chevy Chase Lake, while the council's Planning, Housing, and Economic Development committee gave recommendations on a draft of the Long Branch Sector Plan, which the council will vote on this fall. Both plans call for turning the neighborhoods' 1950's-era commercial cores into compact, urban neighborhoods, with taller, mixed-use buildings, new public spaces and streets that accommodate pedestrians, bicyclists and transit riders, not just drivers.
Neighbors in Chevy Chase Lake fought their plan, saying it would exacerbate traffic. In Long Branch, residents worry that redevelopment will push out the area's large immigrant community and destroy local landmarks, like the historic Flower Theatre. So councilmembers have scaled back both plans in the name of reducing traffic and preserving affordable housing.
Council backs down on taller buildings in Chevy Chase Lake
The Planning Board endorsed the Land Company's "compromise" for a handful of buildings around a Purple Line station.
The Chevy Chase Land Company, a major landowner that first developed Chevy Chase Lake over a century ago, originally sought to build nearly 3,000 new homes in buildings up to 200 feet tall, or about 19 stories, around a future station on Connecticut Avenue. Neighbors said it was too much and county planners generally agreed.
The Planning Board offered a compromise, allowing buildings between 100 and 150 feet tall next to the station and buildings no taller than 55 to 80 feet surrounding it, providing a transition to surrounding single-family homes. They also called for staging requirements to ensure that the Purple Line was in place for major redevelopment could occur.
But a group of neighbors called "Don't Flood the Lake" pushed for even less. And the County Council gave in, setting maximum heights of 150 and 120 feet for 2 buildings next to the station, followed by 90 feet for adjacent buildings, and 50 feet in surrounding areas. Still, not everyone was happy. Councilmember Marc Elrich, the only one to vote against the plan, said the Council and Planning Board had "utterly . . . [disregarded] the wishes of the community."
Committee allows new development in some parts of Long Branch, but not others
Councilmembers also decided not to upzone 3 garden apartment complexes in Long Branch for higher-density development, saying it would preserve affordable housing. Groups like CASA de Maryland worry that the Purple Line, which will have 3 stops there, will price out the local immigrant community.
Last May's Long Branch Super Block Party. Councilmembers voted to rezone the shopping center in the background, but not the apartments. Photo by the author.
Today, a 3-bedroom apartment rents rents for $1471 a month, less than the cost of some studios in downtown Silver Spring. But the Planning Board felt that redeveloping the apartments was the best way to preserve affordable housing, both by increasing the overall supply of housing and because the county requires new buildings to set aside units for low-income households.
It's true that new apartments in Long Branch will be more expensive than what's there now. But not building them means that landlords in old buildings will just raise the rent when the Purple Line opens because there will be more demand to live there.
Fortunately, the PHED committee did endorse taller buildings in the Superblock, an area bounded by Flower Avenue, Arliss Street, and Piney Branch Road that's home to 3 strip malls. The Planning Board called for buildings 65 or 75 feet tall, or about 6 to 7 stories, but property owners said that wasn't enough to build an economically feasible project. Instead, the councilmembers recommended buildings up to 120 feet tall.
The committee also voted 2-1 to only designate the facade of the Flower Theatre, a vacant Art Deco movie house, as historic. Preservationists want to preserve the entire building and adjacent strip mall, arguing that new development can work with old construction, like CItyline at Tenley, a condominium built atop a former Sears in Tenleytown.
But Stacy Silber, representing owner Harvey Companies of Bethesda, says that the strip mall's layout and structure can't accommodate future redevelopment, like apartments or structured parking. Councilmembers Leventhal and Nancy Floreen, which voted to save just the facade, agreed.
"If it were financially viable to run a theatre here, there would have been a theatre here a long time ago," said Leventhal. "What is there today is not desirable." But councilmembers did get to look at some proposals for repurposing the theatre from the Flower Theatre Project, a group I co-founded last year, and decided to add language calling for "some kind of performing arts use" there, even if redevelopment occurs.
Doing nothing is not an option
Next up, county planners are working on a plan for Lyttonsville, a historically black neighborhood between Chevy Chase Lake and downtown Silver Spring. The council already approved a plan for Takoma-Langley Crossroads that Montgomery and Prince George's counties worked on together.
The Purple Line will have a huge impact on the communities it serves. Many of them will be positive, but there's also potential for displacement and disruption. However, keeping things as they are isn't an option. Not creating more opportunities for people to live in close-in, transit-served neighborhoods like Chevy Chase Lake or Long Branch will push up housing prices and make traffic worse because more people have to commute from far away.
Even with the DC area's extensive transit network, land near transit stations is a limited and precious resource. We can't afford to waste it.
Maryland has awarded a construction contract for the Langley Park transit center.
Langley Park is currently the busiest bus transfer location in the region that isn't connected to a Metro station. But it's a mess. Bus stops are spread all around the busy crossroads of New Hampshire Avenue and University Boulevard. Transit users hoping to transfer have to cross up to 14 lanes of traffic, and have to memorize which curbside bus stops their route uses. It's a complicated and dangerous situation.
Solution: bus station.
To solve this problem, Maryland has been planning for years to build a Langley Park bus station. The station would centralize all bus routes in the area under a single building, with vastly improved customer amenities.
Funding for the station was lined up in 2010 when MTA received a TIGER grant for it, but a land ownership issue delayed construction until now. Groundbreaking is expected this summer, with completion in fall of 2015.
Today, Maryland Governor Martin O'Malley signed the transportation funding bill that passed the legislature this year. The governor also announced a list of projects that would get some of the money, including MARC expansion and studies for the Purple Line and Baltimore Red Line.
The tax will start this summer, and will help fund transportation projects across the state. The increased tax was a key part of O'Malley's 2013 legislative agenda, and is expected to generate $800 million more for transportation each year.
After the governor signed the bill, his office released a list of "first round" projects that will get some of the increased revenues. This list totals $1.2 billion, but over the first 6 years, the tax should generate $4.4 billion.
Of the $1.2 billion, $650 million (54%) will go to transit. However, a large portion of that funds studies rather than actual construction. Money will go to MARC to add weekend service on the Penn Line and 2 new weekday roundtrips on the Camden Line, and to purchase new locomotives.
Here is the full list.
- $100 million for MARC enhancements, including Penn Line weekend service, 2 new Camden Line weekday roundtrips, and new locomotives.
- $280 million for final design for the Purple Line.
- $170 million for final design for the Red Line in Baltimore.
- $100 million for final design for the Corridor Cities Transitway in Montgomery County.
- $125 million for construction of an interchange between I-270 and Watkins Mill Road in Montgomery County.
- $100 million for construction of an interchange at Kerby Hill Road and Indian Head Highway in Prince George's.
- $49 million for widening US 29 to three lanes from Seneca Drive to MD 175 in Howard County.
- $82 million for construction of an interchange on US 15 at Monocacy Boulevard in Frederick.
- $20 million for design of a new Thomas Johnson Bridge between Calvert and St. Mary's counties.
- $60 million for reconstruction of in interchange at I-695 and Leeds Avenue in Baltimore County.
- $44 million for BRAC-related construction near Aberdeen Proving Ground.
- $54 million for construction of a new interchage on US 301 at MD 304 on the Eastern Shore.
May is a great month to bike to school or work (and so is every other month!) Tomorrow is the national Bike to School Day, Bike to Work Day is Friday, May 17, and Greenbelt is having a vintage New Deal-themed bike ride later this month.
Also, there are public meetings to learn about and weigh in on some of the most important questions shaping our communities, like what the Purple Line will look like and how tall buildings should be in DC, a more walkable Route 1 in Fairfax, and Montgomery's Bus Rapid Transit plans, and more.
Here's what's coming up on the Greater Greater Washington calendar:
Purple Line open houses: The Maryland MTA is holding 5 open houses to inform residents about the Purple Line, now looking a lot more likely to actually become a reality. They're tonight (Tuesday) in Silver Spring, Thursday 5/9 in Riverdale, Saturday 5/11 in Langley Park, Tuesday 5/14 in Bethesda, and Wednesday 5/15 at Woodridge Elementary School in Hyattsville. Each is 5-8 pm, except the Saturday one which is 11-2.
Bike to school: If you have children in school and don't bike to school regularly, tomorrow is a great time to try. 17 DC schools are participating, and for the dozen on those which are on Capitol Hill, families can congregate in Lincoln Park for an event featuring Ray LaHood, then form bike trains to the schools. Sandra Moscoso has more on Greater Greater Education.
Walk Route 1: CSG's next walking tour looks at Route 1 in Fairfax, the oft-forgotten highway where big box sprawl has the potential to become eco-friendly, walkable communities. Volunteers will help groups take the bus from Huntington Metro for those arriving by transit. RSVP before it's full!
Height "master plan" meetings: The National Capital Planning Commission and DC Office of Planning are working together on a study that might recommend changes to the federal height limit, or might not. Regardless, the issue is sure to be completely noncontroversial, since as we know nobody ever wants to argue about the height limit. (Kidding.) The first public involvement is next week, with a meeting Monday, May 13, 6:30-8:30 pm at the Petworth Library, and then Saturday, May 18, 10:30-12:30 at the MLK Library by Gallery Place Metro.
Learn about, push for BRT: There's a big hearing on Montgomery County's BRT plans on Thursday, May 16, 6-9 pm in Silver Spring. Can you testify? Also, Montgomery transportation planner Larry Cole will talk about BRT as well as MARC expansion at ACT's monthly meeting Tuesday, May 14, 7:30 pm in Silver Spring.
What's up with Pennsylvania and Potomac? The second public meeting on the intersection at Potomac Avenue Metro is Thursday, May 16, 6:30-8:30 pm at Payne Elementary. Have DDOT and its consultants listened made the early designs even better to walk and bike, or have they gotten worse? We'll find out!
Bike to work: Just a little over a week after Bike to School Day (but much farther down our chronological calendar) is Bike to Work Day on Friday, May 17. Pledge to ride, stop by one of the pit stops around the region, join one of the commuter convoys along popular routes, and support almost all of the event sponsors.
Talk Smart Growth with David Grosso: Ward 3 Vision, the smart growth resident group in upper Northwest DC, is having a meet and greet on Tuesday, May 21, 6:30 pm at Guapo's by the Tenleytown Metro. At-large councilmember David Grosso will be there to hear from you about your vision for a more walkable and vibrant Ward 3 and all of DC.
Roosevelt Ride: Ride around Greenbelt, the New Deal planned community, in your best New Deal-era attire, followed by a picnic. You can also get a free tour of the Greenbelt Museum, which shows how families lived in what was built as working-class housing in 1937. That's Sunday, May 26; the ride starts at 11, the picnic after, and the tours at 1.
Have an event we should consider including on the ? Send them to firstname.lastname@example.org. Please include a URL to a webpage that has the information about your event as well, so that we can link directly to your event.
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- More roads won't solve traffic on I-95 in Northern Virginia
- Ask Congress to give DC self-rule on building heights
- Alexandria board rejects King Street bike lanes
- It's fine to not build parking at Tysons Metro stations
- DC sports spaces give short shrift to girls