Tag Archives: MCDOT

Snowzilla Communication Breakdown

Thanks to Adam Pagnucco for this guest post:

Snowzilla has turned out to be a historic storm. Every local jurisdiction from the City of Baltimore to Northern Virginia has struggled to recover from it, and Montgomery County is no exception. While MoCo residents complain about the pace of snow removal, with and without justification, there is no evidence that the county has performed worse than comparable jurisdictions. But one area in which it has fallen short is communicating with its residents.

Most residents have one question on their minds: when can I escape from my neighborhood? Let’s be fair: during a mega-event like Snowzilla, that’s a really hard question to answer. The county is coordinating a large fleet of employees and contractors, as well as working with other agencies like the state, Metro, Park and Planning and MCPS. A great deal of the equipment being used is not GPS-enabled. The most honest answer is also the least satisfactory: we don’t know.

The county chose to rely on its snow removal map to deal with resident questions. The county’s Department of Transportation repeatedly directed residents to the map on Twitter.

MCDOT map tweet 1-23 MCDOT map tweet 1-25The problem is that the map wasn’t showing any useful information. Below is an image of the map as of Tuesday, January 26. The map shows that every county street in Glenmont, Wheaton and unincorporated Kensington was “in progress.” It showed similar information all over the county. That’s physically impossible. The county doesn’t have enough equipment to be everywhere at once and residents know that.

Snowmap 1-26-2016Faced with a non-functioning map, residents overwhelmed MC 311. Some called only to hear a recording. Even if they got through, no answers were available. Again, the county simply didn’t know when individual neighborhoods would be cleared, even though they claimed the map would say so.

Meanwhile, municipalities appeared to be doing a better job. Consider the Facebook posts of Gaithersburg Mayor Jud Ashman. On Saturday, January 23, the Mayor reported that all city streets had received a first pass. He then reported that all streets would receive a second pass the following morning. This is a period during which county plows had not reached neighborhood streets at all. Residents of unincorporated areas, for which the county has responsibility, have friends in municipalities and were aware of their performance. This only increased their frustrations.

Jud first pass Jud second passCouncil Member Hans Riemer (my former employer) nailed it in a post on Facebook. Noting his work on securing funding for an upgraded snow map and planning for pedestrian mobility during snow storms, he wrote: “Better communications technology would save our residents a lot of anxiety during snow events, and enable them to more adequately plan for their work and family lives. If technology answered more questions, it would also take pressure off of our 311 call center, which has been completely overwhelmed by the volume of calls they’ve received during this storm.” And he’s absolutely right.

Hans snowSnowzilla was a gigantic storm and public employees across the region deserve tremendous credit for their recovery efforts. But MoCo had a communication breakdown that made a stressful event worse. Here’s hoping that Council Member Riemer and his colleagues can help the county prepare to do better next time.

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ACT Sees Purple Line Dream Fade; MCDOT Follows 7S

The Action Committee for Transit (ACT) sees its Purple Line dreams moving out of reach and has sent out an email trying to rally support:

The Purple Line is again in grave danger — at the very moment when it is about to begin construction.

ACT’s definition of “about to begin construction” is different from most. While this phrase invokes visions of bulldozers ready to go, no federal funding has been awarded and the State has yet to receive–let alone evaluate–proposals from concessionaires (i.e. contractors) for the public private partnership (P3) who would still need to design the system.

Social Justice Out, Jobs Program In

The reasons that ACT believes we need to save the Purple Line have altered in focus:

Maryland will lose thousands of jobs in construction and future growth if we don’t build the Purple Line now.

Here, ACT has jettisoned its social justice rhetoric, formerly at the center of Purple Line appeals, so easily that it should give pause to those who support the Purple Line Compact to protect residents and businesses likely to be displaced by it. It’s now (and probably always was) all about something else.

Interestingly, the new front-and-center focus is on construction jobs. A temporary jobs program requiring massive public spending seems an odd way to appeal to our Governor-Elect and shows a tin ear in an attempt to bootstrap synchronicity with Hogan’s values by former Brown supporters.

Still Confusing Purple Line with Metro

Not all ACT rhetoric has changed:

The new Silver Line has four stations in Tysons Corner because Virginia understood the economic importance of rail transit; Maryland must not fall behind. Businesses and commuters are counting on the state to keep the commitments it has made and go forward with the Purple Line.

ACT  continues to equate the building of the light rail Purple Line, which will not be part of the Metro system, with the heavy rail Silver Line, which is integrated into Metro and will terminate at Dulles Airport. This effort to obfuscate the differences through the use of a color name similar to Metro lines has long been one of the most clever parts of ACT’s communications strategy. Light rail and heavy rail are quite different–the former is more similar to bus-rapid transit systems (RTS), though RTS is far less expensive.

Give to Aid the Land Company Now

ACT’s email closes with the traditional fundraising appeal:

If you can do one more thing for the Purple Line, ACT needs your financial help to continue our campaign. Please make a special contribution now.

By allowing for increased development, Purple Line proponents argue that it will raise land values around stations. Indeed, that is the goal. For example, the wealthy Chevy Chase Land Company is keen to see the Purple Line built–they’re organizing a letter to Hogan arguing for the pricey project–because it will increase the value of their holdings in that area. Yet we are asked to pay for the privilege of aiding the Land Company by donating to ACT.

Ironically, virtually all of the development over the short and medium terms will occur at Chevy Chase Lake without the Purple Line. The revised sector plan added 1.7 million square feet that will move forward with construction even if the Purple Line isn’t built. This will include about 700 apartments and 70 town houses, a hotel and over 250,000 square feet of commercial development. This is more than than the 1.3 million square feet that would be built much later on condition of Purple Line construction.

New Twitter Follower

I am happy to welcome the Montgomery County Department of Transportation Director’s Office as a follower to @theseventhstate.

Correction: Earlier version had MDOT instead of MCDOT. Apologies for the Error.

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MCDOT Tries to Eliminate Grade Separated Crossing on the CCT

The Washington Area Bicyclists Association blog reports:

After years of public input and agreement on the design for the future Capital Crescent trail, the Montgomery County Department of Transportation (MCDOT) just moved unilaterally to eliminate the long-promised grade-separated crossing of busy Jones Mill Rd.

The grade separation makes the trail safer, and safety is vital to ensuring this heavily travelled trail remains a viable transportation option. Through thousands of hours of meetings on the future of the Capital Crescent Trail, County officials have promised safe crossings of major roadways that don’t leave bicyclists competing with cars or pressing “Walk” buttons and waiting for minutes.

Good news, however. MCDOT has suspended its previous orders to MTA and is reviewing the situation. They now promise to consult the community in advance of a final decision.

This is part of a history of broken promises regarding the Capital Crescent Trail. For example, after repeated assurances that the Trail could be run through the same tunnel under the Air Rights Building as the Purple Line under Wisconsin despite outside claims to the contrary, that was deemed too expensive and removed from the current plan.

The County is now trying to persuade the owner of the building over the best location for the proposed Purple Line station to redevelop so that the station, and hopefully a different tunnel, could be built. The building’s owner, unsurprisingly, is holding out for an even better offer since they have the County over a barrel.

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