Tag Archives: Arlington

Traffic Keeps Growing, So Why Has Greater Greater Washington’s Agenda Stalled?

Metro Declines

Declines in Metro Ridership (Source: Unsuck DC Metro)

While Part I (“They’ve Come Undone: The Demise of the Greater Greater Washington Agenda“) overviewed the recent collapse of many plans to build new streetcar and light-rail lines across the region, today I look at why this happened.

Metro

The Metro system used to be Washington’s pride and joy. It is clean, well-designed and feels not just less dangerous but a cut above most other systems. The National Airport stop is easy and a dream location. It rightly became a key part of the identity of what it means to be a Washingtonian for many.

But Metro’s once sterling reputation now lies in tatters. While it’s still clean and well-designed, it is no longer reliable–the critical element for any transit system. The litany of complaints is well known. The escalators are perpetually broken–I can’t recall the last time they were all simultaneously working in Bethesda.

Single tracking on weekends is now the norm, so many are reluctant to ride it during these periods. Dr. Gridlock seems to oddly celebrate when only a few lines are doing it. Even during normal service, trains increasingly don’t keep to their schedules. The tragic 2009 train collision and recent death from smoke inhalation of a woman trapped on a train stopped in a tunnel have heightened safety concerns.

The key problem, however, for streetcar and light-rail proposals is that the situation is not getting better. All of the concerns outlined here have persisted for years. Twitter feeds and blogs like Unsuck DC Metro that would have once been unimaginable now have very large followings that naturally take a more jaundiced view of new transit projects proposed by Greater Greater Washington.

People are voting with their feet. In Silver Spring, average weekday boardings in 2014 were down to 13% from 2008. They’re also down 14% in New Carrollton, though decreased less at 8% at Shady Grove and even in Bethesda. Metro ridership is down so much despite strong population increases that it will be below its high point even with the addition of new Silver Line stops.

People wonder not just why we are building new transit lines when the old one needs fixing but why we should trust our local governments to run and to manage them. These new proposals would be in much better shape if Metro worked.

Cost

Streetcars and light rail are very expensive and governments have many transportation needs. Arlington’s cancelled street car would have cost $550 million. In Maryland, the proposed light-rail Purple Line is $2.4 billion and the Red Line clocks in at $2.9 billion.

Moreover, the costs keep rising in manner that makes many (rightly) suspicious and leery. As Metro has taught us, these projects have to be both operated and maintained.

While some may want to kill off all public transit projects, others seem reluctant to apply reasonable cost-benefit analysis to these projects in their eagerness for the project. Critics have homed in on these problems. In DC, the (permanently?) delayed streetcar was projected to carry 1500 people per day–even as it slows down the buses on a similar route that already carry 12,000.

More in Part III.

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They’ve Come Undone: The Demise of the Greater Greater Washington Agenda

baltwash2

Greater Greater Washington’s Fading Dream

Greater Greater Washington (GGW) is one of the Washington metropolitan area’s best and most influential blogs. Geared towards promoting smart growth, it provides a wealth of information. Even people who disagree with their perspective will still find lots of interesting nuggets of information.

But where it leads, Washington isn’t following.

Central to the GGW agenda is the construction of a number of high profile new public transportation projects. Since the high point of the opening of Metro’s Silver Line, however, things appear to have gone off the rails. The area has begun to reject key components of GGW’s vision. Consider:

(1) Arlington has cancelled its two proposed $550 million streetcar projects after an election in which they were front and center. This liberal bastion voted twice for independent John Vilstadt–the first non-Democratic member of the county’s board in 15 years–as a means of saying no to the projects. After the election, the board voted 4-1 to scrap the projects.

(2) Former Washington Mayor Vincent Gray envisioned a 37-mile streetcar network. In May, however, the City Council voted to shift one-half of the monies budgeted for the streetcar to tax cuts. In October, the Council then “radically scaled back” the planned 20-mile streetcar network to just eight miles.

Many wonder whether even the repeatedly delayed inaugural 2.2 mile streetcar line, described as an unworkabletrainwreck,” will ever open. One of the very first decisions of Mayor Muriel Bowser was to delay its opening and review its operational plans. Read: the Mayor wanted to avoid a fiasco in her first month as mayor.

(3) In Maryland, the light rail Purple Line in the Washington suburbs and the Red Line in Baltimore are all but dead. In November, the State rejected light-rail proponent Anthony Brown and voted in Gov. Larry Hogan, who would prefer to build roads and is highly suspicious of the costly $2.4 billion Purple Line and $2.9 billion Red Line.

Supporters hold out hope the Governor will build them and Maryland’s new Transportation Secretary says he has an open mind. But it makes zero political sense–Brown’s former supporters will never vote for Hogan and he’ll tick off his own base while reducing his ability to spend money on his own priorities.

In any case, most Prince George’s legislators are far more focused on a hospital and ready to see the Purple Line go. Upcounty Montgomery legislators and the County Executive are increasingly focused on protecting the cheaper and less controversial Corridor Cities Transitway.

Expect the bodies to be carted away once the General Assembly leaves Annapolis and the Governor can avoid a confrontation with legislators as they grapple with the budget.

(4) A core belief of GGW smart growthers is that parking lots are bad, as we should walk, bike, or use public transit. Yet the avowedly pro-smart growth Montgomery County Council is building tons of new parking–particularly in transit-oriented high density developments–in tacit acknowledgement of the reality that they expect most people are still going to drive.

In downtown Bethesda, a spanking new lot with over 750 new public spaces (with additional spaces slated for the apartments being constructed above) just opened. The new high density transit accessible North Bethesda Market (aka as where the Whole Foods across from White Flint is) has plenty of parking. GGW’s Ben Ross has decried a new planned 300-space lot in Wheaton.

. . .

Project after project promoted by GGW has gone by the wayside in some among the most liberal jurisdictions in the country, so it’s difficult to blame the shift on the Tea Party. Moreover, most of these projects have had frequent and unremitting support from the establishment Washington Post.

In Part II of this series, I’ll examine why the GGW “smart growth” agenda has run aground.

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