Posts about Vincent Gray
In DC's Ward 7, mostly east of the Anacostia River, former mayor Vince Gray is running to take back his old seat on the DC Council from Yvette Alexander. We hope voters will return him to the council.
While ethical issues from his campaign marred his mayoralty and serious questions still remain, on the policy issues, he was very strong. He was the champion of DC's ambitious sustainability plan and the forward-thinking moveDC plan which called for bus lanes, protected bikeways, and much more. Under Gray, the DC government set ambitious goals for the future, ones we can only hope the District comes close to achieving.
Even before his term as mayor, he was an excellent councilmember and an excellent chairman. Having him back in the legislature will be a major win for DC. When he chaired the council, he charted a constructive course toward DC's zoning update and other long-term planning processes.
Gray was never shy about saying, loudly and publicly, that DC should reduce its reliance on private cars. He's also been adamant that DC needs more housing. In response to a question on the issue, he said,
The District's zoning laws are arbitrary and impose a significant burden on further growth, especially for affordable housing. As mayor, I fought to change our height limitations in order to allow for the development of more high rise buildings to support more residents. As councilmember, I will support zoning changes to make building more affordable units easier and more straightforward.Yvette Alexander, on the other hand, has been a poor councilmember. She has shown little to no leadership in her ward to improve bus service, despite the fact that large numbers of her constituents ride the bus and transit to many neighborhoods is not what it could be. (Compare that to Ward 5's Kenyan McDuffie, who recently fought for and won funding for a new express bus line on Rhode Island Avenue.)
Alexander criticized bicycling at a rally about the bikeway on Pennsylvania Avenue and told Dave Salovesh that she wanted to keep being able to make U-turns across the lane (a very dangerous maneuver).
She responded angrily on Twitter when we reported her opposition, insisting she supported barriers on Pennsylvania Avenue, but refused to specifically state she supported them in front of the John A. Wilson Building, where the councilmembers park.
Having Gray back on the council would likely mean a big boost for good public policy. We hope Ward 7 voters will choose him in the Democratic primary. Early voting begins May 31, and election day is June 14. You can find out more about times and places to vote here.
This is the official endorsement of Greater Greater Washington. To determine endorsements, we invite regular contributors and editors to participate in a survey about their preferences and opinions about upcoming races. The editorial board then decides whether to make an endorsement.
When DC's H Street and Benning Road streetcar opens on February 27, it'll run on rails that were first installed almost seven years earlier. We've been talking about this project since 2008, with hundreds of posts. The following is a little walk down memory lane to look at everything that's happened.
Forty years after streetcars vanish, efforts begin to bring them back
Streetcars used to ply DC's streets until 1962. In 1956, following a strike, Congress forced the streetcar's operator to shut down all streetcars and replace them with buses.
But decades later, the Metro was under construction and rail transit was coming back. Metro wouldn't serve all parts of the city, however. A 1997 long-range transportation plan from the Barry administration called for new streetcar lines, including on H Street and Benning Road.
In the early 2000s, the DC government was trying to find a way to get a streetcar system started cheaply. An unused CSX track that runs through Anacostia seemed like a great spot. DC jumped on a Portland streetcar contract in 2004 to purchase three Czech-made cars. But DC couldn't get the rights to use the line, and the cars sat in the Czech Republic, unused.
2008: Anacostia? H Street? Both?
A political fight also was brewing in the DC Council about where to start the streetcar project. A line from Anacostia Metro to Bolling Air Force Base wouldn't have served many people. DDOT agreed to plan a route through Historic Anacostia as well, but many residents were not enthusiastic. Meanwhile, H Street businesses, residents, and Councilmember Tommy Wells were eager for the line on H Street.
DC had recently finished designing several corridors around the city in a program called "Great Streets." H Street and Benning Road, NE was one. Since a streetcar line was in the city's plans, to avoid having to reconstruct the street a second time, the decision was made to install tracks during the project.
2009: DDOT gets serious about a streetcar, but questions remain
The streetscape program yielded visible progress, but many details of the streetcar itself were not yet worked out. Besides sticking rails in the ground, what exactly was DC going to build? Where would the streetcar turn around? Where would maintenance happen? And what would power the cars?
Gabe Klein, then head of DDOT, decided to make the project a much higher priority, and in late 2009, the administration followed through with a bold vision to build eight lines in all wards of DC. He also moved the three streetcars across the ocean from the Czech Republic.
At the time, officials estimated the whole system could be built in 7-10 years for a cost of $1.5 billion. Mostly, they planned to put them in mixed traffic rather than dedicated lanes, except for a few segments on Rhode Island Avenue, M Street SE, and K Street NW.
There were already some signs that DDOT wasn't thinking everything through. WMATA sent a letter worrying that the platforms, high enough to roll right onto a streetcar, would be too high to board the X2 buses, which run along the same street. Would they conflict?
Unless you've got power
One of the big questions was how cars would get power. A law prohibited overhead wires in the L'Enfant city, including H Street NE. Some groups were gearing up to oppose the streetcar not based on its function, but based on the aesthetics of having any wires above the street.
While insisting that modern wires look much less intrusive than many of the old-fashioned ones in some cities, DDOT promised to look into wireless technology, especially hybrid approaches that could use some off-wire segments along curves (which require more wires) and across important view corridors.
2010: The Great Overhead Wire Battle
To get people excited about the project, in May 2010 DDOT brought the streetcar down to the parking lot that's now CityCenterDC. People could touch the vehicle and climb on board. They could also see two other DDOT vehicles: a newer Circulator bus and a bicycle for the soon-to-be-launched Capital Bikeshare.
Opposition from the Committee of 100 and other groups continued. It focused on two streams: first, opposition to overhead wires; and second, an argument that there needed to be more planning before moving ahead. In retrospect, they were absolutely right on the second point, but the first one overshadowed it and unfortunately made the more prescient warnings less credible.
May is the time the DC Council finishes its budget, and many chairs have unveiled a final budget late the night before the deadline for a final vote. At 2 am on May 26, 2010, then-Chairman Vincent Gray, and also a candidate for mayor, cut the streetcar funding in his final budget. We and others sounded the alarm, and residents flooded Gray's office with calls asking to restore the funding. By that afternoon, he had worked out a deal with councilmembers to do just that.
Gray always maintained that his move to cut streetcar funds wasn't an attempt to kill the project outright, but stemmed from a belief that it needed more planning first. At a later campaign town hall, he said, "I support streetcars; let me make that clear. ... We have a commitment" to build out a 37-mile system.
Soon after the budget fight, the council took a step to amend the overhead wire ban to allow wires on H Street (and elsewhere once the council approves a citywide streetcar plan and DDOT studies off-wire options). All councilmembers except Phil Mendelson cosponsored the bill.
As Ken Archer explained to the council, beautiful historic cities like Prague have trams using wires and still maintain their historic charm.
A streetcar wire in Prague. Photo by Isaac Wedlin on Flickr.
The National Capital Planning Commission wasn't so excited about wires. Its chair, Preston Bryant, threatened to ask the federal government to reject grants to DC if the District continued with its efforts, and then followed through on his threat. DC officials called that "bureaucratic blackmail."
Planning and promises
In October 2010, DDOT released a more detailed streetcar plan that said:
- Service on the H Street/Benning Road line and in Anacostia (to start with, south of the Anacostia Metro) would start in March 2012
- A train would come every 10 minutes on H Street and every 15 in Anacostia
- Rides would cost $1
- There would be a proof-of-payment system instead of paying on board
- DDOT would buy three more streetcars in addition to the three it already had
In April 2011, the completion date for the H Street/Benning Road line slipped to "late 2012." It wasn't the last delay.
The streetcar plan had long called for tracks on the local span of the new 11th Street bridge, then under construction, to get the streetcar over the Anacostia River. But in October 2011, the Federal Transit Administration blocked DDOT from installing tracks on the bridge. According to DDOT sources, the move was fine with the Federal Highway Administration, but FTA suddenly stepped in.
If it seems ironic that the federal government's transit agency would be the one pushing against transit, it's not a new refrain. Then-FTA administrator (now head of Seattle's transit agency) Peter Rogoff argued FTA had little leeway, but many other transportation professionals privately argued they could have allowed it.
Another, even bigger hurdle popped up. Since the 2010 plans, DDOT had expected to put the Union Station stop and a maintenance yard under the "Hopscotch Bridge" which carries H Street over the railroad tracks. One property owner didn't want to go along, but DDOT officials kept predicting they could work out all necessary approvals.
That didn't happen. Instead, Amtrak rejected the concept because it wanted to use the space for other purposes. (The next year, it released a master plan for Union Station that used that passageway as a concourse.)
By early 2012, there had been procurement problems that meant DC would almost surely not have the 3 extra streetcars promised, meaning not enough to run at 10-minute headways. In mid-2012, Councilmember Marion Barry tried to block another contract for the H Street line.
Mayor Gray's commitment didn't wane, however; he budgeted $237 million over six years to construct multiple streetcar lines.
Spinning wheels on Spingarn
DDOT had been planning a maintenance facility on the Spingarn High School campus, but that had been a longer-term piece of the puzzle; with the area under the bridge unavailable, this was now blocking further progress.
Nearby residents also asked to designate Spingarn as a historic landmark, forcing any plans to go through far more extensive historic review. Then-DDOT Director Terry Bellamy said this would delay the project further; by now, it was delayed to late 2013 at the earliest.
It also had become clear to many by this time that DDOT's claims were not credible. DDOT had proposed the underpass maintenance yard idea without having buy-in and then couldn't get it. It had planned tracks on the 11th Street Bridge and didn't get those. Now, it hadn't started working on Spingarn nearly far enough ahead of time, and like too many other streetcar pieces, plans for the maintenance facility weren't publicly available at first (and when they were turned out to be meh until later getting better).
2013: Will it open?
Testing on H Street hadn't even begun, but DDOT officials said that could happen in late 2013. They also started talking about a 22-mile "priority system" of three lines: east-west from Georgetown to Benning Road, from Anacostia to Buzzard Point, and from Buzzard Point to Takoma.
Even though it looked iffy, Mayor Gray kept promising streetcars would run in 2013. He also increased the budget to $400 million to pay for the line to go all the way to Georgetown, build the Anacostia line, and study the other lines in the 22-mile system.
One issue that had been brewing: How to make the area safe for people on bikes. Bicycle wheels can get stuck in streetcar tracks, and for a brief time incorrectly-installed grates even increased the danger. "Bike sneaks" and other design strategies can help cyclists stay safe.
By October, DC officials admitted the streetcar wouldn't run in 2013. Testing would start in December 2013. This was far from the only broken promise by DDOT under Bellamy's leadership, which developed a reputation for being unable to deliver on its commitments.
2014: The public-private partnership that wasn't
The Gray Administration also devised a strategy to significantly speed up construction: Find a contractor who could design, build, operate, and maintain (DBOM) the streetcar. They hoped an organization with more expertise could get things done without all the delays that had come thus far.
Gray proposed a major, ongoing revenue source to fund the succession of lines, by allocating a quarter of new tax revenue that comes in above the base estimate for Fiscal Year 2015. That would have given the program an estimated $800 million over five years.
Challengers to Mayor Gray criticized his administration's progress and the repeated delays.
On April Fool's Day 2014, DC had its primary, and Gray lost his bid for renomination. His budget plan also went down the next month, as Chairman Phil Mendelson, again near the deadline (but not in the middle of the night), took much of the money away for tax cuts. He did, however, leave $400 million over five years, which the Gray administration said wasn't even enough to pay for the segment west to Georgetown.
Mendelson disputed that allegation, and battling budget analysts left many confused about what, exactly, was still being funded. But the bigger problem was that DDOT had lost much of its credibility on the streetcar program from all of these delays, broken promises, and cover-ups over setbacks. Residents who had excitedly defended the program in 2010 were not ready to stick up for it in 2014.
Soon after, it became clear even opening in 2014 was unlikely, though the Gray Administration, as it had in 2013, kept promising service by the end of 2014.
"Simulated service," where the streetcars run as if they're really operating with passengers to ensure they are safe, started in the fall. There was just barely enough time to launch service before New Year's Day if the fire department signed off on the safety plans quickly. It didn't.
A new administration brought in new leadership. Leif Dormsjo, the new head of DDOT, said he'd stop making promises until they could actually keep them. In fact, Dormsjo said he wasn't totally certain the line would ever open.
He brought in a team of experts from the American Public Transportation Association to evaluate the line. Their report concluded that it could indeed open, and Mayor Bowser promised to finish the line from Georgetown to either Minnesota Avenue or Benning Road Metro.
Oh, remember wires? The ones on H Street weren't destroying the neighborhood, but DDOT did start planning for wireless operation across major intersections with state avenues, the Mall, and so on.
APTA's report identified 33 fixes to make to the streetcar line, and DDOT got going on those. By July, it had finished 12. Dormsjo brought in a team of experts who had actually launched streetcars in other cities to get this project over the finish line.
We didn't hear a lot about the streetcar in late 2015, but DDOT was working on fixing remaining problems with the line. Officials were also trying to get the fire department to sign off on safety plans.
2016: It's time
DDOT restarted "simulated service" at the end of 2015 and even announced the streetcar would close during the "Snowzilla" storm, in part to show safety officials how the line would handle a storm like this. The fire department ultimately gave its consent to open the line, and now it's scheduled to open on February 27.
This will be the first time most people will be able to get on a DC Streetcar since May 2010 and the first time they can while the vehicle is in motion. There have been a lot of claims about the streetcar, pro and con, and riding it will finally give people a chance to decide based on real experience.
After that, DC will have to decide what to do about the other proposed lines and studies. DDOT will have to finish studies about extending the H Street/Benning Road line east and west, and decide what to do with the studies in limbo in Anacostia and Georgia Avenue.
One thing is for sure: It'll be great to have this sordid saga of delays and broken promises in the past.
If former mayor Vince Gray decides to make a political comeback, he'd be very likely to unseat either Vincent Orange for an at-large seat on the DC Council or Yvette Alexander in Ward 7, according to a new poll.
Former Gray campaign manager Chuck Thies raised money for a citywide poll. Public Policy Polling surveyed 1,569 people likely to vote in the June Democratic primary, including 407 in Ward 7, using an automated telephone system where people press buttons in response to questions.
Would Orange challengers split the vote (again)?
For the at-large seat, incumbent Vincent Orange is expected to run for re-election. Two challengers, David Garber and Robert White, have announced candidacies to beat him, and both have good ideas for the future of DC, but there's a significant danger that both could split the vote from similar constituencies.
Orange has often pursued a divisive strategy in his races of playing on fears from some "old DC" voters and communities against newcomers. This has certainly left him vulnerable: only 28% of voters citywide see him favorably.
The City Paper's Will Sommer thinks vote splitting will happen, giving Orange another term, should Gray not run in that race. It's still somewhat unclear what would happen in that situation; the poll only asked about a field that also included Busboys and Poets restaurateur and recent mayoral candidate Andy Shallal.
In that scenario, if the primary were held today, Orange would get 28% of the vote, Shallal 19%, Garber 8%, and White 7%. However, most voters don't know Garber or White, with more than three-quarters having no opinion of either.
If Gray were to run, he leads the pack with 32% of voters, versus 20% for Orange, 10% for Garber, and 6% for White. (It might just be a statistical fluke, but this suggests some Shallal voters would go to Garber.)
The clear question is how this could change over the course of a campaign. Is about a third of the vote a ceiling for Gray, who won about that percentage of the vote in the 2014 mayoral primary? And would that be enough anyway in a split field? Would Garber or White gain Gray voters, or Gray win some Orange voters, or other combinations?
For the Ward 7 seat, Gray polled 48% to Alexander's 32%. Gray had higher name recognition and favorable ratings than Alexander, though Alexander's favorables are much better than Orange's.
Were writers and prosecutors unfair to Gray?
The poll also asked if people think federal investigators or the media treated Gray fairly or unfairly. Generally, black voters were much more likely to say that Gray was treated unfairly.
Count me in the minority of white voters who think Gray was treated unfairly by prosecutors. We might still not know for certain everything that happened in the illegal 2010 "shadow campaign," but the US Attorney's office absolutely became a player in the 2014 election by announcing suspicions of Gray weeks before the primary.
I spoke to some voters outside polling places at the primary, and many knew virtually nothing about the race except that they wanted to vote for whoever would beat Gray. Unfortunately, they generally didn't know a thing about Gray's own policy positions and views.
He consistently supported efforts to give residents more transportation choices, including better bus service, a stronger Metro system, bike infrastructure, and safe places to walk. He pushed for new housing to welcome new residents and keep room for long-time ones, even suggesting targeted changes to the federal height limit to create areas like Paris' La Défense near the Anacostia River.
It's hard to say if the media really treated Gray unfairly. Some columnists and editorial writers who were fans of Adrian Fenty never forgave Gray for beating him. On the other hand, nobody could expect the press to ignore a scandal so serious as the shadow campaign. I think most media coverage did concentrate too much on personalities rather than on the issues that really affect life in DC.
Many people saw him as just being the anti-Adrian Fenty and a return to some things they didn't like about Marion Barry, but Gray continued most of Fenty's policies. He did better in some spheres and worse in others. Certainly, the streetcar project was not executed well, and past and future transportation directors like Emeka Moneme, Gabe Klein, and Leif Dormsjo were more effective than Gray's pick of Terry Bellamy.
But Gray was also an exemplary council chair, perhaps the best in some time. I'd like Muriel Bowser to have a chance to demonstrate her vision and governing ability before there's too much talk about the 2018 mayoral race; so far, her cabinet has been very high-quality (with a few exceptions). But if Vincent Gray were to return to the DC Council, residents who want to see DC move forward boldly but inclusively would have a lot to cheer.
Note: The Greater Greater Washington Editorial Board has not yet chosen to endorse any candidates for the 2016 election. This post is David Alpert's personal opinion as Greater Greater Washington's founder.
Mayor Muriel Bowser has nominated David Franco, a local developer, to sit on the DC Zoning Commission, but DC Council Chairman Phil Mendelson is blocking the nomination. I spoke with Franco about work, his vision for DC, and his views on the need to build more housing.
Franco would replace Marcie Cohen, a former affordable housing and community development professional. Cohen has been a strong advocate for zoning that allows more overall housing in DC, speaking about the need for more housing many times. (Disclosure: she also lives on my block.)
It'll be important for Cohen's successor to also understand the importance of growing the District's housing supply so that new and long-time residents can all find places to live that they can afford. Does Franco? I sat down with him to find out.
Mendelson isn't happy about developer nominees
Mayor Bowser chose Franco after Cohen's term expired earlier this year. However, he first has to be confirmed by the DC Council, and the Zoning Commission falls under the purview of Chairman Phil Mendelson. After a few months passed without a hearing, Mendelson recently said he's not planning to move forward.
Mendelson told the Washington Blade that he's concerned about having developers on the commission. "David Franco is an active developer with a development company that has cases before the Zoning Commission," he told reporter Lou Chibbaro, Jr. "He or his company has appeared before the Zoning Commission several times over the last 24 months. That's the primary concern I have."
Mendelson also told Chibbaro he was unhappy Bowser didn't talk with stakeholders like citizens' groups before making her pick.
Whether developers should sit on the commission has been controversial in the past. When Adrian Fenty was mayor, he nominated two developers and the council, then chaired by Vincent Gray rejected one. When Gray went on to be mayor, he nominated Cohen and his longtime staffer Rob Miller; the commission now includes no developers.
Cohen's not a typical community member; Franco, not a typical developer
Both Cohen and Miller have been strong supporters of the overall need to build more housing. On recent cases about whether homeowners can rent out basements or garages or add units to row houses, Miller and Cohen have been the strongest votes for increasing housing supply. Chairman Anthony Hood (who Fenty wanted to replace and Gray renominated) along with Architect of the Capitol representative Michael Turnbull have been more skeptical of the need for housing, and the National Park Service's Peter May has been the swing vote on key decisions.
Unlike many developers, Franco has also been a supporter of the District's Inclusionary Zoning program which granted extra density in exchange for requiring projects to include some below-market affordable housing. He speaks very proudly of a deal he worked out to save affordable housing on 14th Street across from his View 14 development.
I recently spoke with Franco about his development work and his vision for his service on the Zoning Commission. Here are some of his answers; an upcoming post will delve into some specific issues we discussed in more detail.
Tell me a bit about your history in DC, including your business ventures, and your work in development.
My father owned a children's apparel, furniture and toy store on 12th and G Street, which was originally opened by my uncle in 1939. As a child, I grew up in my father's store and he helped launch my family's other retail venture, Discount Mart, which was a chain of discount department stores serving areas of northeast and southeast DC.
In my early 20s, I left the family business to join a partnership that acquired Tracks Nightclub and Trumpets restaurant. After a few years, I realized the nightlife business was not for me an decided to go back to my retail roots, opening up a chain of men's clothing stores catering to the gay market.
The business eventually grew to six outlets before I realized I could no longer ignore my passion for architecture and my fascination with urban planning, which led me to real estate development. I partnered with a close friend, Jeff Blum, and in 2003, we finished our first project together—
a 12-unit condo development on Chapin Street called The Mercury.
We [later] acquired the Nehemiah Shopping Center, which had become run-down and crime-ridden at the time, and we redeveloped it into Capital View Apartments on 14th St. We also developed The Harper on 14th Street and the Keener-Squire and Takoma Central apartment buildings in Takoma, DC.
What development project in DC are you most proud of and why?
Without a doubt, View 14 [at Florida Avenue and 14th Street NW] is our proudest accomplishment. Through the project's Planned Unit Development, we were able to come up with a really creative approach to save the 48-unit Crest Hill Apartments (now Milestone Apartments) from losing its low-income affordability, which would have resulted in the building being redeveloped as market-rate apartments.There's often a tension between citywide priorities, like the need to create more housing, and local neighborhood interests which often manifest as opposition. How do you think the Zoning Commission should balance these pressures?
During the time that we were beginning to develop View 14, Crest Hill Apartments across the street was being sold at market rate and the tenants could not afford to buy it without an additional $1 million in gap funding. The stories of families we met, some who had been there at least 25 years, resonated with us and inspired us to help our neighbors.
Our solution was to propose a $1 million contribution to the Sankofa Tenants Association as a portion of our affordability proffer along with some on-site units. The support we received for this approach was far-reaching and we received bench approval from the Zoning Commission in the second-fastest PUD of that time.
Soon after Zoning Commission approval, we funded the donation and saved the building, though our own project would soon be in peril with the financial meltdown. We funded the donation from equity, and took a huge risk. I remember a discussion with my business partner Jeff Blum during the dark days of the recession, lamenting that we may not be able finish construction and that all of the project equity was lost, and our company finished. We realized and both agreed, "If, in fact, all is lost, at least at the end of the day we did some good and saved 48 families from losing their homes."
I think there are smart ways to create more housing where it is appropriate to do so. There is no catch-all solution, but rather it's a process that must include grassroots neighborhood input that is thoughtfully considered.
It's often a delicate balance of what's good for the people in the neighborhood and what's good for the larger community, but I don't think that those types of priorities and decisions need to have a winner and a loser. I think digging deep to understanding the issues and working hard to help develop and guide creative solutions will create more win-win solutions.
How do you think the District could best approach the need for subsidized affordable housing?
There is no silver bullet. ... The District currently utilizes bonus density to subsidize affordable housing, which has been effective in generating new affordable housing and has not disrupted affordable housing production (contrary to the naysayers).Anything else you'd like people to know?
This is an effective tool and we should look at this more carefully as more affordable housing is sought, however, there will not be the same opportunities that came with the original bonus density plan. We cannot simply add bonus density ubiquitously without changing the character of our neighborhoods. We need to look at bonus density selectively and responsibly determine which areas can accommodate it and which areas cannot.
There are other [solutions], such as tax abatements, and we may also want to consider that to some degree we can't meet a zero-sum cost structure and that ultimately some land values will be reduced to enable new multi-family development opportunities. All of these solutions have their pros and cons and should be thoroughly analyzed and vetted.
I would really like to clarify why I am interested in being a Zoning Commissioner. I will have the opportunity to utilize my passion for urban planning, my skills as a developer along with my passion for the District to positively impact this city that I've always called home.
Each year, as the DC Council considers the District's budget, Councilmember Mary Cheh and her staff issue fake recommendations that satirize recent news. This year's poke even sharper fun than usual at a number of issues around transportation, Eleanor Holmes Norton's parking, the Vince Gray prosecution, and many others.
Bookshelf image from Shutterstock.
On the streetcar, for instance, they "suggest,"
Transfer $500,000 million from the District Department of Transportation to the Commission on Arts and Humanities. This transfer will be used for an innovative, progressive, and transformative production of Tennessee Williams' A Streetcar Named Desire.That wasn't even the harshest cut at DDOT, though. As we prepared to talk to DDOT Director Leif Dormsjo, a lot of you suggested questions about DDOT's apparent habit of conducting a study, then conducting another one a couple of years later, and so on.
This has been a particular source of ire for Capitol Hill residents who have been waiting years for traffic calming on Maryland Avenue, or supporters of a bus lane who wonder why there has to be another study this year to implement a bus lane that was the subject of at least two earlier studies. Commenter Jimmy, for instance, wrote:
Some of us actually refer to his agency as DDOTS (District Department of Transportation Studies). While some study is necessary to avoid ready-fire-aim debacles like the streetcar, use of "further study" (on bike lanes, bus lanes, bus signal priority, and pretty much everything else that doesn't move more cars faster or provide more parking for private automobiles) has clearly become a delaying tactic. What can be done about this? How can we move forward on things that have already been studied to death?Cheh and her staff feel your pain. Their budget "recommendation":
Transfer $1.5 million from the Department of General Services—Burn.
what's another million and a half, anyway— to the District Department of Transportation to conduct a study. It has recently come to the Committee's attention that DDOT has had issues in implementing previously conducted studies. Despite extensive work being done to study traffic calming measures on Maryland Avenue, the agency is about to initiate another study. Additionally, despite conducting a study in 2013 on a 16th Street Bus Lane, DDOT will shortly begin a new study on the topic.
To assist in reducing redundant redundancies, the Committee recommends that the funds be used for DDOT to study these studies. This endeavor will help keep the agency busy because the Committee has no doubt that two years from now they will scrap the study on studies and conduct a new study that studies the study on studies in a rather studious manner.
Eleanor Holmes Norton does not get off lightly. A video surfaced in March showing the Congresswoman trying to park between two other cars and somehow managing to end up diagonally in her space. Cheh and her staff "propose" a new Eleanor Holmes Norton Office of Parking and Driving to provide free taxi service for elected officials.
And speaking of federal activities, remember how US Attorney Ron Machen was looking into alleged campaign finance misdeeds from the 2010 Vincent Gray mayoral campaign? Machen charged a number of Gray staffers, but never seemed to find any evidence linking the mayor himself. Yet Machen, in an unusual step for a prosecutor, publicly said "there's there there," saying in essence that he was sure Gray was involved.
Gray lost the primary election, in large part because many people believed Machen, but nothing has happened since. Cheh and her staff caustically "suggest" funding a dictionary and a map for the US Attorney's Office so it can "determine where exactly is the there."
Other biting critiques in the memo include:
- A recommendation about the DC Board of Elections printed entirely upside-down, a reference to the upside-down DC flag on the 2014 voter guide which BOE first pretended was intentional, then admitted had been a mistake.
- That upside-down proposal suggests a primary date based on the lunar calendar to "enhance voter turnout and continue to make elections a part of the news cycle." DC had shifted its primary from September to April due to federal laws about getting absentee ballots to servicemembers overseas. But the turnout in 2014 hit record lows, so the council moved it back.
- A budget allocation to make space for "all of Mayor Bowser's former staff and campaign aides" on the council. Bowser staffers Brandon Todd and LaRuby May won the two recent special elections, in Wards 4 and 8 respectively. Todd said he would be independent of Bowser and even, while campaigning, opposed her controversial DC Jail healthcare contract which Bowser had been pushing; days after winning, he decided he would support his former boss after all.
- A new job training program for councilmembers forced out of office due to corruption.
- Body cameras for councilmembers whose footage will be televised on a reality show, "Keeping Up with the Kouncilmembers."
- A staffer to submit "all office supply orders" to Congress, given that Congress is so eager to get involved in DC's local affairs.
- Upper Northwest hits peak NIMBY about a homeless shelter
- Metro doesn't have four tracks. That's not why maintenance is a problem.
- If Metro had been more like Southwest Airlines, it'd have saved a lot of headaches
- For DC Council at large: Robert White
- For Arlington County Board: Erik Gutshall
- DC's population is exploding
- 10 big ideas for making Arlington even more bike-friendly