Posts about Transportation Financing
On Tuesday, during the one-hour debate period over the House proposal to extend transportation funding through May 31, lawmaker after lawmaker stood up to condemn the bill. America needs a long-term transportation bill, they said. A short-term stopgap only creates more uncertainty.
And then they voted for it.
More Democrats than Republicans voted for it, in fact, despite standing up and declaring that "a short term solution is not enough" or that it's "just another kick-the-can-down-the-road approach" or that it's just "a little shuffling around of money so we can pretend… we're not creating more debt." But in the end, the Highway and Transportation Funding Act passed easily, with only 10 Democrats and 45 Republicans voting against it.
Peter Welch of Vermont was one of those no-voting Democrats. During the floor debate, he called the bill an "abdication of our responsibility."
"Some folks are saying we need time to put together a long term bill," he said. "We've had time. What we need is a decision."
Earl Blumenauer is in favor of an extension, but only through the lame duck period after the election. He voted no as well, criticizing Republicans for failing to have a "deliberate, thoughtful process."
"We have not had a single hearing on transportation finance in the Ways and Means Committee all year," he said. "We didn't have one the year before that. We haven't had a hearing in the 43 months that the Republicans have been in charge."
How long will the extension be?
The Senate Finance Committee has passed a largely similar bill, with the same amount of money coming out of slightly different funding sources.
Wyden's bill also failed to include an expiration date. Senator Barbara Boxer is expected to introduce an amendment putting a December 31 date on it Even President Obama has given the green light to the House bill, though he also insisted that "Congress shouldn't pat itself on the back for averting disaster for a few months, kicking the can down the road for a few months, careening from crisis to crisis." Senate Majority Leader Harry Reid says he plans to schedule three floor votes before the August recess: the House bill, the Senate Finance Committee bill, and Boxer's December 31 plan. Boxer, of course, doesn't refer to her own hold on the committee when lobbying for a shorter extension. She Besides, now that presidential election seasons last for two years (at least), punting until May could easily bleed into much longer delays. After all, if it's too hard to pass a major spending bill in the run-up to a mid-term election, imagine the resistance to passing one during a presidential race. A bill under a Republican Senate could be much worse
If the Republicans really do take control of the Senate in January, that means that the bill sent to President Obama's desk will be one crafted and approved by Republicans in both houses.
Control of the Environment and Public Works Committee would shift to Louisiana Republican David Vitter, who has a track record of rejecting any revenue increase, railing against merit-based transportation financing, and working to cut environmental reviews for road projects. The current House Transportation Committee chair, Bill Shuster, has a better track record of consulting with Democrats than his predecessor, John Mica, but with a Republican Senate, even Shuster might be less invested in bipartisanship.
A Congress with both chambers controlled by Republicans could revive old, rejected ideas like devolving transportation funding to states, closing the Highway Trust Fund's transit account, or eliminating bike/ped funding. That is the scenario set up by yesterday's extension vote with its May 31 sunset. Oh, and if you're impressed that Congress is addressing this issue well before the September 30 expiration of the current MAP-21 bill, don't be. That bill's funding fixes A version of this post originally appeared on Streetsblog. Since it ran yesterday, Senator Mike Lee (R-UT) announced plans to slow the bill unless he can get a vote on two amendments (to devolve funding to states and repeal the Davis-Bacon rules on contractor pay) that do not have bipartisan support.
Even President Obama has given the green light to the House bill, though he also insisted that "Congress shouldn't pat itself on the back for averting disaster for a few months, kicking the can down the road for a few months, careening from crisis to crisis."
Senate Majority Leader Harry Reid says he plans to schedule three floor votes before the August recess: the House bill, the Senate Finance Committee bill, and Boxer's December 31 plan.
Boxer, of course, doesn't refer to her own hold on the committee when lobbying for a shorter extension. She
Besides, now that presidential election seasons last for two years (at least), punting until May could easily bleed into much longer delays. After all, if it's too hard to pass a major spending bill in the run-up to a mid-term election, imagine the resistance to passing one during a presidential race.
A bill under a Republican Senate could be much worse
If the Republicans really do take control of the Senate in January, that means that the bill sent to President Obama's desk will be one crafted and approved by Republicans in both houses.
Control of the Environment and Public Works Committee would shift to Louisiana Republican David Vitter, who has a track record of rejecting any revenue increase, railing against merit-based transportation financing, and working to cut environmental reviews for road projects.
The current House Transportation Committee chair, Bill Shuster, has a better track record of consulting with Democrats than his predecessor, John Mica, but with a Republican Senate, even Shuster might be less invested in bipartisanship.
A Congress with both chambers controlled by Republicans could revive old, rejected ideas like devolving transportation funding to states, closing the Highway Trust Fund's transit account, or eliminating bike/ped funding. That is the scenario set up by yesterday's extension vote with its May 31 sunset.
Oh, and if you're impressed that Congress is addressing this issue well before the September 30 expiration of the current MAP-21 bill, don't be. That bill's funding fixes
A version of this post originally appeared on Streetsblog. Since it ran yesterday, Senator Mike Lee (R-UT) announced plans to slow the bill unless he can get a vote on two amendments (to devolve funding to states and repeal the Davis-Bacon rules on contractor pay) that do not have bipartisan support.
You may have been hearing some doomsday reports in the media about the impending bankruptcy of the Highway Trust Fund. The US Department of Transportation has a ticker where you can watch the balance drop. What is happening, and why?
What is the Highway Trust Fund?
The Highway Trust Fund (HTF) is basically a bank account that was established by Congress in 1956 to pay for the Interstate Highway System. The HTF is funded through revenues from the federal gas and diesel taxes, and an assortment of other taxes on things like truck tires. The idea was that these taxes are essentially road user fees, and thus should be set aside for transportation.
In 1982 we started the long and painful slog away from the "user fee" concept with the creation of the Mass Transit Account, which funds transit capital projects.
How important funding from the HTF is for transportation infrastructure varies a lot from state to state. In our region, federal funding comprises 86% of transportation capital investment in Virginia, and it's also really important for WMATA, according to the Bipartisan Policy Center.
How much money is in the HTF right now?
The HTF is divided into two main accounts, the Highway Account and the Mass Transit Account. The former has $8.1 billion in it right now and the latter has $2.8 billion.
That sounds like lots of money. Why the wailing and gnashing of teeth?
True, the current balance in the HTF is roughly 80% of what it was last October. That seems far from empty. But we really are about to blow through those billions.
Most programs financed by the HTF are operated on a reimbursement basis. That means that money to pay for projects doesn't go out the door until the project is complete and has been inspected. It's not unusual for states to basically be handing over big piles of receipts at the end of the fiscal year to get paid back. Thus, most of the projected drop has yet to occur.
Also, the summer construction season is just now kicking into high gear. People are freaking out because bids for work are going out the door while a letter from Transportation Secretary Foxx warns that reimbursements may well be delayed
Why is this happening if it's possible to predict it in advance?
The HTF is in crisis because it's traditional revenues are no longer sufficient to cover the spending levels Congress authorized for transportation programs. To cope, Congress has been periodically bailing out the trust fund for the last few years using infusions of money from the General Fund (the pot all our income taxes go into).
So this is an artificial crisis? We're creating it by spending more than we have?
Some folks certainly see it that way. Others note our crumbling bridges and burgeoning demand for transit capital projects. Also the current transportation spending authorization, passed in 2012, did not increase spending.
If our transportation spending is reasonable, why can't we find the money to pay for it?
We last raised the gas and diesel taxes in 1993. The CBO estimated last year that if these taxes had been indexed to inflation, the 18.4¢-per-gallon tax on gas would be 29¢ today. Basically, the HTF has lost 38% of its purchasing power to inflation alone.
When people bring up raising the gas tax, smarty-pants folks correctly point out that cars have become more fuel efficient, and even in these more efficient cars people are driving less, so the gas tax is becoming conceptually inefficient or obsolete. Ideologues point out that we spend HTF money on things that encourage people to drive less, and thus pay less into the fund, like transit infrastructure, sidewalks, and bicycle facilities. However, more intellectually pure solutions like road pricing or a tax on vehicle miles traveled are not ready for prime time. So, let's stop changing the subject.
The CBO estimates that raising the two motor fuel taxes by 10¢ would solve the problem without eliminating funding for any current transportation programs. In other words, other issues are marginal compared to the effectiveness of simply adjusting motor fuel taxes for inflation.
A bipartisan proposal to do just that is finally making the rounds after years of General Fund bailouts. However, such a proposal is both a referendum on our economic recovery since 2008 and our sense that we need a federal transportation program. That means it's got a long row to hoe with the Obama administration and tea party conservatives.
What will happen if the HTF empties out while we are waiting for Congress to act?
USDOT will stop writing checks. Stop work orders will go out on projects. Contractors will get laid off. The lights are going to go off in some people's houses.
Because this pain will be very visible, and affect every state, it's likely that Congress will provide a general fund bailout at a minimum for this summer. Just a couple of months ahead on the calendar, however, the current transportation spending authorization will expire at the end of September, another impending crisis that requires Congressional action.
Many professionals in the transportation sector are weary of the constant lurching from one short-term authorization to another, and the de facto endless funding cut that is inflation. However, I'm not convinced that we transportation professionals have fully confronted why many in Congress, or even the general public, might be reluctant to fund our work.
It's not just time to raise the gas tax
There are several proposals on the table to stave off the impending insolvency of the Highway Trust Fund (which pays for transit, biking, and walking projects too) in two months. Just now, two senators teamed up to announce one that might actually have a chance.
Senators Bob Corker (R-TN) and Chris Murphy (D-CT) have proposed increasing the gas tax by 12 cents a gallon over two years. The federal gas tax currently stands at 18.4 cents a gallon, where it has been set since 1993, when gas cost $1.16 a gallon. The senators' proposal would also extend some expiring tax cuts as a way to reduce the impact on Americans.
"I know raising the gas tax isn't an easy choice, but we're not elected to make easy decisions
What gives this proposal a fighting chance, of course, is Bob Corker's name on it. Not only is Corker a Republican, but he's a respected leader on the Banking Committee. It's also a sign that maybe, just maybe, as we stare down the barrel of a real funding shortfall, members of Congress might find the gumption to do what they all know needs to be done: raise the gas tax.
"In Washington, far too often, we huff and puff about paying for proposals that are unpopular, yet throw future generations under the bus when public pressure mounts on popular proposals that have broad support," said Corker. "Congress should be embarrassed that it has played chicken with the Highway Trust Fund and allowed it to become one of the largest budgeting failures in the federal government. If Americans feel that having modern roads and bridges is important then Congress should have the courage to pay for it."
The CBO has said that a one-cent increase in the gas tax would net $1.5 billion a year. That means this 12-cent increase would bring in exactly the $18 billion needed annually to fund the Senate's six-year transportation bill. And perhaps most importantly, Corker and Murphy propose indexing the tax to inflation so it remains viable in the future.
"A return to stable funding will ensure that our states and communities can repair aging roads, bridges and transit systems and build the infrastructure we need for a growing economy," said James Corless, director of Transportation for America, in a statement. "The alternative is to allow our transportation system to crumble along with an economy hobbled by crapshoot commutes and clogged freight corridors."
The president and CEO of AAA, which just came out in favor of a gas tax increase, agreed. "Many Americans are willing to pay a little more if it will lead to improved transportation and a better commute," said Bob Darbelnet in a statement.
Cross-posted from Streetsblog USA.
Last night, US House majority leader Eric Cantor lost the Republican primary to a tea party challenger who painted Cantor as too willing to compromise with Democrats. Cantor's loss makes this summer's looming congressional fight over transportation funding all the more unpredictable.
MAP-21, the federal transportation funding bill, expires in October. But the US Department of Transportation (USDOT) will begin running out of money in August. Without a bipartisan bill to add new money, federal transportation funding will trickle to a halt.
Transportation wasn't a major issue in Cantor's election, but immigration reform was. Cantor mostly opposed immigration reform, but he briefly contemplated compromise, giving his more conservative opponent David Brat an opening to attack.
Some pundits fear that will push every other House Republican away from compromise in general, and grind whatever progress Congress was making on anything to a halt.
From an immigration perspective that probably makes little difference; House Republicans were not going to compromise anyway. But it could make a huge difference for transportation.
Transportation funding was a non-partisan issue in the 20th Century. Every six years Congress would pass a transportation bill with broad support from both parties. But in recent years, amid declining gas tax revenue and increasing need for supplemental funding, transportation has become a partisan spark.
Congress seemed primed to act, but now it's an open question
Up until Cantor's defeat, the general assumption in the transportation world has been that Congress would do something this summer. "Something" might mean a long term solution like a new bill and new taxes. Or it might mean a band-aid, like an extension of MAP-21 with an infusion of federal general fund dollars. Either way, Congress appeared to be making some progress.
But now? House Republicans might very well cease all legislative activity, and hope to ride out the rest of election season without upsetting their conservative base.
While in Congress, Cantor fought against progressive transportation funding. But in this case his personal vote, and even his leadership on the specifics, might be less important than the simple fact that he was probably willing to advance a bill.
On the other hand, maybe the Republican establishment will take this as a call to arms, and moderate legislators will become more powerful. But that seems unlikely the day after the biggest tea party victory of the season.
Cross-posted at BeyondDC.
This week, learn about infrastructure and support smart growth advocacy. Next week, weigh in on projects that will make communities better in DC, Arlington, and Alexandria. And enjoy the nice weather, get outdoors, and explore the Washington region with more walking tours.
CSG Livable Communities Leadership Award: The Coalition for Smarter Growth's annual awards ceremony is an important way for all of us to support smart growth advocacy and honor people who have made a difference.
This year, CSG will be honoring Arlington County Board Chairman Walter Tejada for his work supporting transit, revitalization, and affordable housing on Columbia Pike, and upper Northwest's Ward 3 Vision which pushes to make Ward 3's neighborhoods more walkable and sustainable.
Tickets are $125 and go toward furthering the goals many of us share on this blog. The reception is Thursday, May 15, 6:30-8:30 at Epic Studio, 1323 Connecticut Avenue, NW. Buy your tickets here.
Infrastructure Week, 2014 is this week, May 12-16. Join the US Council on Competitiveness, US Chamber of Commerce, AFL-CIO, and the Brookings Institution for a week-long discussion of our nation's infrastructure. Topics will include transportation, freight movement, and water management. Below are several highlights of the 20 events happening this week:
- Funding and financing America's infrastructure, Tuesday, May 13 from 9-11 am.
- Bridging the financing gap panel discussion, Wednesday, May 14, from 8:30 am to 12:30 pm.
- Forum on high speed train technology, Wednesday, May 14, from 2:30-4 pm.
- Economic impact of transit investment, Thursday, May 15, from 12:30-2 pm.
Great spaces: What makes a great space? Listen to experts from the Urban Land Institute, Metropolitan Washington Council of Governments, Arlington County Center for Urban Design and Research, and the Coalition for Smarter Growth talk about the benefits of "great spaces" at the 2014 State of Affordable Housing talk. The talk is Wednesday, May 14 from 4:30-7:30 pm at the Walter Reed Community Center (2909 16th St South) in Arlington. Go here to RSVP.
CSG walking tours: The Coalition for Smarter Growth is leading three more Saturday walking tours over the next month. Next up: Twinbrook, on May 17, Pentagon City, on May 31, and H Street NE, on June 7. Come hear about the past and future of these changing neighborhoods while enjoying some spring sunshine.
- Saturday, May 17: Visit the Twinbrook Metro station and see how a community is taking shape on an area that used to be an expanse of parking lots.
- Saturday, May 31: Come hear about how recent development projects are transforming Pentagon City into a community that is more than a mall.
- Saturday, June 7: Explore H Street NE and learn about one of DC's most rapidly changing neighborhoods. Plus, get the scoop on the latest addition to the community: the DC Streetcar.
MLK library renovation forum: The DC Public Library is exploring renovation options for its central facility, the Martin Luther King Jr. Memorial Library, and is looking to the community for input. The architect team of Martinez & Johnson and Mecanoo will host a public forum to present preliminary design ideas on Monday, May 19 from 6-7 pm at the MLK library (901 G Street NW).
Arlington Transit forum: Give Arlington's government your input on transit service at a public meeting from 7-9 pm on Monday, May 19 at the Arlington Mill Community Center, 909 South Dinwiddie Street. If you can't make it, you can take an online survey to give your feedback.
Monroe Avenue, a complete street: Alexandria wants to redesign Monroe Avenue in Del Ray to calm traffic and better accommodate bicyclists. Officials will present options and hear from residents on Tuesday, May 20, 6-8 pm at Commonwealth Academy on Leslie Avenue.
Have an event for the Greater Greater Washington calendar? Email it to firstname.lastname@example.org.
Yesterday, the Purple Line took a big step forward when the federal government recommended giving it a $100 million grant for next year and providing additional funding in the coming years. Now, all it needs is approval from Congress.
President Obama included the $2.2 billion, 16-mile light rail line between Bethesda and New Carrollton in his 2015 budget. It's one of 7 transit projects the Federal Transit Administration recommended for a "New Starts" grant, including the Baltimore Red Line, an extension of LA's Purple Line, Boston's Green Line extension, the Columbia River Crossing in Portland, and commuter rail in Orlando and Fort Worth.
The agency also recommended Congress give the Purple Line a "full funding grant agreement" committing it to help pay for construction. Maryland hopes the federal government will provide $900 million, though it's unclear what the final amount will be.
The state has already agreed to put in up to $900 million for the project. Montgomery and Prince George's counties will give $220 million total, while the state is looking for a private partner to build and operate the line and pitch in additional funds.
The Purple Line has been discussed in some form since 1986. If everything goes right, it could start construction in 2015 and open in 2020. But getting here hasn't been easy.
From the beginning, it faced vehement opposition from the exclusive Columbia Country Club in Chevy Chase, because the line would follow the Capital Crescent Trail, a former freight rail line that bisected its golf course. Meanwhile, the University of Maryland didn't want it passing through the heart of campus, and even hired former Montgomery County executive Doug Duncan (now running for a fourth term) to oppose it.
Maryland was able to find a workable solution for both parties, and the Purple Line now enjoys the support of both county executives, elected officials in both counties, and hundreds of civic, environmental, business, and advocacy groups.
But there are still a few challenges remaining. One is that Congress actually has to approve President Obama's budget and decide how much the "full funding grant agreement" for the Purple Line would be. The other is the Town of Chevy Chase, which continues to oppose the project because of its impacts on the trail. The town recently hired a lobbyist who happens to be the brother of the House transportation committee chair to make the case against the line.
Meanwhile, other residents may sue the government because they feel not enough research has been done about the Purple Line's impacts on a small, shrimp-like creature that's listed as an endangered species but is found several miles away. These things may add additional delay to the Purple Line, but it's unclear whether they're enough to actually halt the project.
In any case, yesterday was a great day for the Purple Line. When I attended my first Purple Line meeting in 2003, as a junior in high school, I assumed that I'd be riding it by now. Hopefully, 28 years after the project was first announced, we won't have to wait much longer.
Last year, Virginia legislators passed a bipartisan transportation bill that promised to give Northern Virginia the authority to plan and fund its own transportation projects. Now that the money is flowing, a bevy of new bills seek to wrest control of funding from locals, and send it back to Richmond.
Dollar lure image from Shutterstock.com.
The issue is that some legislators feel the only way to solve Northern Virginia's transportation problems is by building and expanding highways, and they want to prevent local governments from doing anything else. To them, money spent on public transportation is better spent on ensuring that everyone has the "freedom" to only be able to drive to work.
But unlike many parts of the state, transit has proven its value in Northern Virginia. For communities that have tried for decades to raise their own taxes to implement their own priorities, these proposals are a gross violation of bipartisan trust, and a clear bait and switch.
Bob Marshall's bills
Delegate Bob Marshall (R-Bull Run) never wanted Northern Virginia to have its own money in the first place. He unsuccessfully sued to stop the process. Since that didn't work, he's now submitted a HB40, a bill to repeal the new funds.
But that's unlikely to pass, so Marshall is hedging his bets with HB41, a bill to have the statewide Commonwealth Transportation Board (CTB) pick projects that Northern Virginia is allowed to build, instead of the locally-controlled Northern Virginia Transportation Authority (NVTA).
Marshall also has a third bill, HB84, to remove state elected officials from the NVTA board. That would seem to give locals more strength on the board, but if Marshall's second bill to strip NVTA of its powers goes through, what would be the point?
Jim LeMunyon's bills
Jim LeMunyon (R-Chantilly) is trying the opposite tactic. Instead of cutting the NVTA's authority, his HB425 would increase the number of General Assembly legislators on NVTA's board, thus effectively weakening representation from the counties and cities.
A second bill, HB793, requires VDOT to suggest which projects NVTA will build. It does not ask for any input from Virginia's corresponding transit agency, the Department of Rail and Public Transportation (DRPT).
Finally, HB426 would simply bypass NVTA completely, and require VDOT to widen I-66 inside the beltway, over Arlington's objections. The bill is written so that only an auto-based option could be considered. Even when 66 already has a transit option that could be improved and extended in any number of ways that could move more people than an extra lane.
David LaRock's bills
David LaRock (R-Sterling) is sponsoring HB635, a draconian bill that would block NVTA from funding new transit projects, instead forcing them to fund only projects that help highways.
And just in case NVTA can build a case that transit projects do help highways, LaRock also filed HB653 to restrict it to using no more than 25% of its own money on mass transportation projects, no matter what.
Finally, LaRock is sponsoring two bills attempting to override the local authority that sets toll rates on the Dulles Toll Road.
HB647 would outlaw use of any state money on construction of Phase 2 of the Silver Line, unless the Metropolitan Washington Airports Authority (MWAA) matches the toll rate for its airport lanes (currently free) to the toll rate on the Dulles Toll Road.
This is seen as a move that would force MWAA to lower its overall toll rates, since it wants to keep its Dulles access lanes as free or cheap as possible.
Lastly, LaRock has also sponsored HJ84, a resolution that asks Congress to intervene and lower the tolls set by MWAA.
Christopher Stolle (R-Virginia Beach) proposes HB2, requiring that all allocations to the Northern Virginia highway district go towards highway congestion relief projects. It's not clear whether that means only VDOT money, or all funding for Northern Virginia including NVTA money, but either way it would prohibit spending on things like safety or maintenance projects.
Finally, David Albo (R-Lorton) is sponsoring HB281, which stops NVTA from spending money on joint projects with DC or Maryland unless the costs are borne exactly equally. This would make it harder to fund regional projects like 8-car Metro trains, and could end up costing Virginia big money on projects where it would make more sense for Virginia to contribute less than 50%.
These delegates, all Republicans, represent constituencies that are from the farthest reaches of the Washington metro area, or even outside it completely. Their legislative priorities reflect a desire to ensure that people living in far-out areas can quickly drive around the region. They don't think that it's possible that making sure people closer to the region's core have more transit options could even benefit those driving from farther away.
This flies in stark contrast with NVTA, which functions well and tries to accommodate the needs of everyone. NVTA allows outer suburban jurisdictions to build the roads they want, while also allowing the more urban ones to focus on transit, cyclists, and pedestrians.
It's ironic that Republicans who emphasize small government would support something that takes away power from local governments. If you'd like Northern Virginia to have control over its transportation future, you can tell them here.
Maryland's gas tax increase means it now has the most transportation funding in a generation. Will Montgomery County spend its share on transit to support its urban centers, or keep building highways?
Coupled with existing revenues, the new gas tax has made $15 billion available for transportation, a 52% increase from last year and the most transportation funding in a generation. This month, the County Council will send the state a list of their transportation priorities in order to receive some of that money. As in past years, there are a number of road projects on the list.
But the Planning Board, noting the high cost of new highways and efforts to direct future growth to urban centers, urged the council to choose transit instead. Transit isn't "the answer to every transportation problem," they write, but "where roadway widenings to solve perennial traffic congestion would significantly affect existing communities, natural resources and parkland, a more efficient solution is needed."
Funding would give county's transit plans teeth
Not all of the projects on the list are likely to receive funding. But if they were, the county's transit network could expand dramatically.
Some projects already have the support of county and state officials, including the Purple Line and Corridor Cities Transitway. Also included are funds for more 8-car trains on the Red Line, which will allow Metro to stop turning trains around at Silver Spring instead of running them to the end of the line at Glenmont.
There's also funding to build three of the county's proposed BRT lines along Georgia Avenue, Route 29, and Veirs Mill Road, as well as studying future lines on Rockville Pike and New Hampshire Avenue. A proposed HOV lane on I-270 could eventually support transit between White Flint and Tysons Corner. Planners also recommend funding new sidewalks and bike paths along Georgia Avenue between Forest Glen Road and 16th Street, which the State Highway Administration is currently studying, and a pedestrian underpass at the Forest Glen Metro station.
These projects would serve the county's existing urban centers, like Silver Spring and Bethesda, by giving people alternatives to driving. And they would support the development of future ones like White Oak, where County Executive Ike Leggett envisions a research and technology hub.
Planners say transit would better serve growth areas
But many of the road projects in the priorities list could undermine those efforts, whether by directing funding away from transit or by encouraging more people to drive there.
The priorities list includes three interchanges along Route 29 in East County, at Stewart Lane, Tech Road, and Greencastle Road, which have been in planning for decades and would cost $344 million. (Maryland has already set aside $7 million to design a fourth interchange at Fairland Road, estimated to cost $128 million to build.) Under the county's traffic tests, they have to be built before development in White Oak can happen.
County planners estimate that the three interchanges would cost the same to build as an 11-mile BRT line along the same corridor between downtown Silver Spring and Burtonsville. They say transit would not only better support the creation of a town center in White Oak, but give commuters from points north an alternative to driving, ultimately reducing local congestion.
"We believe that prioritizing the [Route 29] transit corridor improvements is the better choice," their report says.
Other road projects on the list include funds to build Montrose Parkway, a highway that would divide White Flint and Twinbrook. And there's a proposal to widen Norbeck Road between Georgia Avenue and Layhill Road and build an interchange at Georgia, even though the road runs parallel to the underused Intercounty Connector a half-mile away.
Maryland's new transportation funds present a rare opportunity to the state and Montgomery County, its economic engine. Some road improvements may be necessary and beneficial, especially in the county's suburban areas. But the county's urban centers are where most of its future growth will happen, and they need transit to thrive. We have to make the right choice now, because we may not get it again for a long time.
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