Hogan capitulates on Beltway express lanes, I-270 express lanes will go to bid

Maryland Gov. Larry Hogan folded up like a card table on the issue of widening the Capital Beltway with tolled Express Lanes yesterday, delaying that proposal, while he and the Maryland Board of Public Works voted to allow a similar plan for a portion of I-270 to move forward to a bidding process. A well-orchestrated anti-highway campaign, backed by big cash funneled from developers who need congestion to justify their urban projects and shadowy dark-money groups from outside Montgomery County, somehow buffaloed Hogan into agreeing to delay the Beltway lanes.

The lanes would be paid for by private contractors, who would recoup their expenses via the tolls on the new lanes. Taxpayers would pay virtually nothing. That arrangement allows the state to bypass the inept Montgomery County Council, which has only worsened congestion since the MoCo political cartel seized control of the Council in 2002.

Why Hogan would capitulate to the noisy 1%, who have received outsize coverage from the cartel-controlled local press, is mind-boggling. It's not the first time. When Hogan had the advantage to choose early voting sites favorable to his party in 2016, he buckled and agreed to a Democratic-favorable site plan. What's the point of being governor if you don't exercise the power you hold?

Treasurer Nancy Kopp sounded confused and unfit to serve on the board, claiming to be unfamiliar with the details of a plan Hogan announced two years ago. She sounded an awful lot like our Council, which spent the last four years outlawing Styrofoam, Raid and teenage tanning beds, when they weren't debating whether or not to ban circus animals. Good God. Once again, Beltway commuters have been hung out to dry by our elected officials at both the county and state levels.

Hogan deserves tremendous credit for coming up with a brilliant end-run around our corrupt, criminal and utterly-incompetent County Council that has failed to reduce traffic congestion AT ALL over decades. His plan could theoretically one day deliver the express lanes on the Beltway via yesterday's vote. The problem is, by capitulating to the delay on the Beltway part, Hogan will be long out of office by the time that phase would begin. Instead of locking it in now, Hogan has left it up to the political winds of 2022 and beyond. We know from painful experience, and the child-like ballot choices of low-information voters, how that's likely to end.

Montgomery County is currently at rock bottom in the region in economic development by every relevant measure, from job creation to new business starts to business growth. Meanwhile, Virginia has successfully built the same type of Express Lanes from D.C. to the Fredericksburg area, and is winning all of the jobs and corporate headquarters. Montgomery County, by contrast, hasn't attracted a single major corporate headquarters in over twenty years.

We cannot reclaim our old status as an economic player in the region until we build the long-delayed new Potomac River crossing to Dulles, the M-83 Highway upcounty, and Express Lanes on the Beltway and I-270. Our County Council is one of the few in America actively trying to prevent infrastructure from being built. It's insane.

Transit is not a viable alternative for the vast majority of those using both interstates. The people who propose it with a straight face know that better than anyone - which is why they have to resort to brute force. No one wants to spend two-to-three hours commuting each way daily via transit. The Council's goal is to maintain and worsen congestion to justify their $10 billion Bus Rapid Transit boondoggle, and deliver massive profits to their developer sugar daddies.

The Council must be replaced. We need elected officials who respond to the majority of their constituents who commute by car - not to tie-dye advocates of 1960s bus plans, greedy developers and the Rockefeller Foundation. What irony that Hogan, et al, delayed Maryland Beltway relief at the same time Virginia is starting on the final leg of their Express Lanes to Fredericksburg. Montgomery County is now the bedroom community for the booming job centers in Northern Virginia and the District.

The silent majority must rise up and oust these criminals in 2022.

MoCo Planning Board to discuss 6-month pilot allowing ebikes/scooters on trails

The Montgomery County Planning Board will discuss a proposed six-month pilot program that would allow e-bikes and electric scooters to operate on some County trails at their meeting this Thursday, May 9, 2019. Montgomery County is still working out an agreement with four dockless e-bike companies for the pilot. If approved by the board, the pilot could begin as early as this month.

Only bikes powered by rechargeable battery will be allowed on the trails during the pilot. The trails selected are the Matthew Henson Trail (Aspen Hill/Silver Spring), Sligo Creek Trail (only the Montgomery County section), Long Branch Trail, Rock Creek Trail, and the paved sections of the Northwest Branch Trail within Montgomery County. Signs will be posted at the selected trails, and public announcements will be made by County government agencies, at least two weeks prior to the start of the program, County officials say.

Paved surface trails where e-bikes
and e-scooters could be used during
the six-month pilot program

Planning staff says that the trails selected are more often used for longer distance trips through stream valleys. The Parks Department wants to evaluate the results and user feedback before allowing the electric bikes on busier trails like the Capital Crescent Trail in Bethesda. They'll be examining conflicts with other trail users, rules violations, safety, logistics, and personal vs. commercial use.

Gas scooters and electric hoverboards and skateboards will remain illegal on all County trails during the pilot. Bikes cannot have throttle assist mechanisms.

The groundwork for the pilot was laid by a related park directive approved two years ago by the board. Staff are recommending approval of the pilot program.

Rockville chosen for microtransit pilot program

The Montgomery County Department of Transportation is launching a pilot program to test microtransit in Rockville, Wheaton, and Glenmont. Riders would be able to request a small shuttle bus from designated pickup and drop-off points using an app on their phones. They would receive an estimated time of arrival for the bus.

A public hearing on the pilot will be held on Thursday, April 25, 2019, at 6:30 PM at A. Mario Loiederman Middle School, which is located at 12701 Goodhill Road off Weller Road in Silver Spring. Attendees will have the opportunity to speak, and to learn more about the pilot program.

MCDOT has released these two (very blurry) maps showing the zones for the pilot. In Rockville, the pilot zone appears to include Rockville Town Center, Hungerford and part of Rockville Pike near those areas.

It's baaaack: MoCo Transition Team report revives zombie ITA

Montgomery County residents stopped the County from creating an independent transit authority (ITA) twice this decade. Now the zombie body with unlimited taxing power - and a potentially County-wrecking ability to rack up unlimited debt - has been revived a third time. Hidden in County Executive Marc Elrich's Transition Team's report is a new proposal for an ITA.

The proposal summary reads:
"The Authority could have the following attributes: It could include governance for both BRT and Ride-On (and other County transit initiatives like bike trails, micro transit pilots, etc.); It would have separate bonding authority not linked to the County’s limits; It could have a 5-7 person board made up of appointees by the County (Executive and Council), the State and perhaps larger municipalities in the County; It could have authority to levy a small increase to the State gas tax or sales tax to finance County transit projects."

While you'd think it's unlikely County elected officials would dare to include the insane provision of the original ITA proposal - the inability of the elected Council to sign off on the unelected ITA's budgets, that question is not covered in the brief ITA proposal in the report.

Other major concerns were that the Council could offload massive amounts of debt from their own capital budgets to the ITA, and that the ITA would have unlimited taxing authority without any accountability to County voters. But it's no surprise that the MoCo cartel is trying to revive the ITA's corpse for a third try.

The ITA was conceived by the cartel for practical reasons foremost - specifically because it is literally the only way to fund the County's proposed $10 billion Bus Rapid Transit network, and secondarily, because the funding scheme for the Purple Line is going to drain away so much money from the future pot for transportation projects in the County. Because the ridership of BRT will be so low, there is no way to create a public-private partnership to fund it - there's no profit potential for a private partner.

Again we are seeing the overconfidence of a political cartel that thinks itself invincible after defeating their decades-old boogeyman, the Columbia Country Club. New property and trash taxes, a proposed drop in speed limits, and the creation of a monster spend-and-burn ITA that could bankrupt the County if taxpayers were held liable in the end for its debts. What will they think of next?

American Legion Bridge shutdown paralyzes D.C. region with no alternative Potomac crossing

Total victory, 

total vindication for

new bridge advocates

The Capital Beltway Inner Loop lanes on the American Legion Bridge reopened about two hours before the start of rush hour this morning. An accident that caused a fuel tanker truck to flip over and spill fuel on the highway shut those lanes down for about 12 hours. The bridge shutdown had region-wide effects, with many Virginia-to-Maryland commuters spending up to four or more hours in traffic jams. With Montgomery County politicians having blocked the long-planned Potomac River crossing north of the Legion bridge for decades, drivers were forced to seek any short cut or workaround they could find. Problem is, there weren't any.

Already, the Legion Bridge meltdown is being ranked as one of the D.C. region's Top 5 traffic disasters of all time. But imagine if this had occurred during a terror attack or other disaster. Sadly, the local media - out of political bias or simple ignorance of history - largely did not inform their viewers, listeners and readers about exactly why they were stuck in Carmageddon 2019: The failure to complete the D.C. region's freeway system, and most-specifically, Montgomery County and Maryland's childish refusal to build the new Potomac bridge to appease radical anti-car ideologues and developer sugar daddies who need traffic congestion to justify high-density development in the suburbs.

Nobody could take a lap around the Beltway yesterday, but this morning, I'm taking a victory lap as the only Maryland candidate in the 2018 elections who was not only advocating for the new Potomac River crossing, but made it a centerpiece of my campaign.

Simply put: I told you so.

And the tens of thousands of you who voted for me for Montgomery County Council At-Large, along with more than 6000 additional Democrats who voted for me across party lines, can also take a victory lap this morning. You weren't just tired of sitting in traffic; you did your homework before voting. And this morning, like me, you can celebrate total victory and total vindication.

Just as I was the only candidate representing you, the taxpayer and commuter, in the election, now I am sadly perhaps the only journalist who is telling the truth this morning. The truth about our "leaders" failing us by blocking a bridge critical to commuting, national security and Montgomery County's economic development - including the need for direct access to Dulles International Airport. But also the truth that yesterday's fiasco produced clear winners and losers.

And as my readers and my 2018 election supporters know, sometimes it's better to lose with a winner than to win with losers.

Winners

Robert Dyer

The local media and a number of community organizations colluded with the Montgomery County cartel to prevent any coverage of my campaign and platform. But the fact is, I was the sole County Council candidate who ran on the priority of building the new Potomac crossing, and completing Montgomery County's master plan highway system. I'm looking very smart this morning.

It's safe to say there is extreme voter remorse among low-information Montgomery County voters this morning. Those voters were poorly-served by the very media that claims it informs the public, and prevents democracy from "dying in darkness." Casual voters need to know now that they must begin to take their responsibility more seriously - if the Washington Post and other local media aren't informing you about the choices on your ballot, you need to sit down for an hour and research the candidates online before voting. And that having every seat on the County Council won by a Democrat every election kept you in bumper-to-bumper traffic for hours last night. A hyperpartisan victory is ultimately an empty and Pyrrhic victory, as yesterday proved.

Robert Dyer voters

'Nuff said.

New Potomac River crossing advocates

While I've been alone as a candidate and activist on our side of the river in pushing for the new Potomac River crossing, the bridge doesn't lack for high-profile advocates. Virginia Senator Mark Warner, the Northern Virginia Transportation Alliance, former Montgomery County Economic Development Corporation Chair Bob Buchanan, and former Virginia Govs. Bob McDonnell and Terry McAuliffe are among those who have supported a new crossing in recent years.

Losers

Drivers

D.C region commuters, especially those who live in Montgomery County.

Montgomery County Council

Each member of the current Montgomery County Council (and the previous Councils this decade) has openly opposed a new Potomac River crossing in their public statements. They should be facing the wrath of their constituents today via phone, social media and email, and at the ballot box in 2022. They are almost entirely to blame for yesterday's catastrophe.

Gov. Larry Hogan

Incredibly, Maryland Gov. Larry Hogan - a real estate developer, no less - has come out against a new Potomac River bridge. While claiming reducing traffic congestion is a key priority for his administration, Hogan instead became the latest governor in Annapolis to let the phone go to voicemail when Virginia's top leaders have called to discuss a new crossing.

Hogan's claim that the bridge is cost-prohibitive is simply false; the bridge and required highway extension from I-370 can be built privately as a toll facility, at virtually no expense to taxpayers. Our County's structural budget deficit shows what the costs of not building it are - year after year.

Like many bridge opponents, Hogan has made the suggestion of instead "improving" the existing Legion bridge. The problem is, even a magical 16-lane American Legion bridge would have been closed for the same number of hours yesterday. We need more crossings. Period.

New Potomac crossing opponents

Developer-funded bridge opponents ranging from the Coalition for Smarter Growth to Greater Greater Washington to the Rockefeller Foundation aren't looking too "smart" this morning. I would love to have seen them walk from car-to-car in the backups of commuters desperately trying to get home to family and dinner last night, and pass out brochures opposing the new bridge. And to witness the response of drivers!

One person riding $2 million Ride On bus in Rockville

Montgomery County launched Ride On Extra Route 101 with great fanfare two years ago, promising the express bus would "move more people" on "one of the most heavily used corridors in Montgomery County." The route costs taxpayers $2 million a year to operate between Lakeforest Mall and Bethesda Medical Center along Route 355. Last night around 6:50 PM during the evening rush hour, northbound and southbound Ride On Extra buses passed each other on Rockville Pike near Edmonston Drive. Despite being at the midpoint of the trip during a peak rush hour time, each bus was carrying only one person.

Route 355 is just as crowded as it was before the service launched, and taxpayers are being soaked for another wasteful transit program. Next up: the $10 billion Bus Rapid Transit boondoggle. Meanwhile the County Council is facing another budget shortfall, and hinting at further tax increases in the years ahead. Heckuva job, Brownie!

Photo via Montgomery County

Rockville Mayor & Council vote to return public right-of-way to private landowner

Rockville's Mayor & Council voted unanimously last night to abandon a right-of-way easement at 2131 Veirs Mill Road. Running parallel to the busy route, the easement could have been a future service road, but is now returned to the landowner for private development.

The easement was granted to the city in 1976 for use as a public street or service road. Abandonment of the property comes just as Montgomery County is threatening to demolish dozens of homes and businesses along Veirs Mill to create a wider right-of-way for a $10 billion Bus Rapid Transit boondoggle, and additional bike and pedestrian facilities. That made the idea of handing back a significant piece of property already in public possession an intriguing one at this time.

City staff told the Mayor and Council that no public comment on the abandonment proposal was received.

Mayor and Council to consider abandonment of easement along Veirs Mill Road

Rockville's Mayor and Council will hold a public hearing on the potential abandonment of a City right-of-way easement located on the property of 2131 Veirs Mill Road. According to 1976 documents, the easement was granted to the Mayor and Council of Rockville at that time "for use as a public road or 'service road' to facilitate the interior flow of traffic along Viers (sic) Mill Road.

It's intriguing that an abandonment could occur prior to final decisions being made about the impact and needed right-of-way for the Bus Rapid Transit boondoggle planned for Veirs Mill. Quite a few homes and businesses will be partially or entirely condemned if that plan goes forward as generally described now. There is currently a bus stop in front of the subject property.

The current property owner is seeking the abandonment of the easement because it would hinder a building addition, and future redevelopment of the property, according to the applicant's attorney. A public hearing on the abandonment will be held at the Mayor and Council meeting on Monday, September 17, 2018 at 7:00 PM at City Hall.

OurBus to launch Rockville-NYC bus servicde

OurBus, a crowdsourced tech company operating intercity and commuter bus routes, plans to soon offer service between Rockville and New York City. The company plans to perform a pilot test of the route over Labor Day weekend.

A test of the OurBus website finds an available trip to New York City on Labor Day for $25.00. The departure stop is really on the far edge of what is considered "Rockville," in the Norbeck Road area at the Georgia Avenue Park & Ride at Georgia Avenue and the InterCounty Connector.

OurBus notes that buses will not always be branded "OurBus" (Worldwide Tours & Travel is listed as the charter company for next Monday's trip). The service offers passengers free WiFi, reclining seats, charging ports, free water, "sanitized" on-board restrooms, and no rescheduling fees. Tickets must be purchased online.

Scott/Veirs Drive path would connect Carl Henn Millennium Trail to new Pepco Trail

The City of Rockville has received $60,000 from the National Capital Region Transportation Planning Board at the Metropolitan Washington Council of Governments for a feasibility study for a new shared-use path along Scott Drive and Veirs Drive to Glen Mill Road. If built, the path would provide a bike connection between the existing Carl Henn Millennium Trail and the new Pepco Trail being constructed by Exelon and Montgomery County. The 6-mile Pepco Trail will connect the South Germantown Recreational Park with Muddy Branch Stream Valley Park.

Schools and a senior living community are among the properties that would benefit from the new path, which was called for in the Rockville Bikeways Master Plan approved in 2017. The feasibility study will determine the best alignment for the path along the route. Once completed, engineering work can begin on the project.

State collecting soil samples in Rockville for Hogan's I-270 Express Lanes plan

Maryland is collecting preliminary soil samples near I-270 in Rockville, alarming some on the City Council who feel that Gov. Larry Hogan's Express Lanes plan for the severely-congested interstate is moving forward too quickly. Montgomery politicians have tended to favor either a transit-only solution for the corridor, or a pair of reversible lanes in the center of the highway. Hogan's plan would widen 270, and add tolled Express Lanes at little cost to the taxpayer, as they would be built and operated by a private firm.

"They're actually taking soil samples. They're trying something. They're looking for information. This tells me they're not just looking at reversable lanes. And so they have something in mind beyond what they said, so that's upsetting," Councilmember Mark Pierzchala told colleagues Monday night.

Pierzchala asked what options the city has to fight Hogan, and what the County Council and other local bodies could do to help the city. Councilmember Julie Palakovich Carr said she was told by residents of Regents Square that the development's management had told them to expect state inspectors to be collecting soil samples around the townhomes there. Pierzchala urged city staff to seek partnerships with the City of Gaithersburg and local HOAs along the highway.

Hogan, whose popularity has reached the highest numbers recorded by the Washington Post in a quarter century, has picked another winning issue in his Express Lanes plan. To counter him, his opponents are forced to publicly stand in the way of traffic congestion relief, a position unlikely to be popular among angry highway drivers in an election year. Hogan's plan can move forward over the objections of local officials because it requires no funding from County or federal sources.

MDOT meeting on Hogan Express Lanes plan for I-495, I-270 tonight in Bethesda

The Maryland Department of Transportation held a public meeting last night in Clarksburg to introduce basic information about Gov. Larry Hogan's Express Lanes proposal for I-495 and I-270, and get preliminary feedback from attendees. An identical open house will be held tonight, Thursday, April 19, 2018 from 6:30-8:30 PM at Bethesda-Chevy Chase High School.

Officials said future meetings will offer more specifics on alternatives, as well as environmental and property issues. Another public meeting will be held this year, and a public hearing on the environmental impact statement in 2019. MDOT anticipates a final Record of Decision on the project in 2020.

Hogan is aiming for an expedited design and approval process for the project, which will largely be built through private funds, costing taxpayers very little. Among the private firms who have already joined the Express Lanes team are Ernst & Young and CDM Smith.

MoCo Council again tries to sabotage Montrose Parkway East

This week's so-called "compromise" on the Montrose Parkway East project is actually another attempt by the Montgomery County Council to either sabotage, or altogether cancel, the long-delayed highway. Amidst the political pablum of County Executive Ike Leggett's press release, clearly written under duress, was a sentence that did not receive sufficient analysis.

Leggett, who correctly did not want to delay construction of the road at all initially, stated that the one-year delay of the highway would be used to make design changes related to bicycles and pedestrians. He did not specify what those were, or who would approve those changes, and under what public oversight.

What we do know is that developers have wanted to kill the road outright, because it only benefits residents and commuters. It does not help developers, because it is a relief valve, rather than a road that lets developers build more "stuff." Developers want the money from the Montrose Parkway East to go to projects across the County that will allow them to build more stuff, the taxpayers who forked over the highway money be damned.

What we also know, is that several developer tools on the Planning Board have long dreamed of canceling the elevated portion of the parkway over Parklawn, in order to allow developers to build up to the edges of what would be an ordinary urban street. I was able to stop this attempt singlehandedly in 2013, when my testimony changed the votes of several commissioners, who were poised to cancel the grade-separated design for Parklawn at the behest of now-chair Casey Anderson. They also want other sabotage design changes that would similarly increase traffic congestion and lengthen travel time for commuters using the parkway. Such changes would ensure drivers in Rockville, Aspen Hill and other points east of a much-longer trip to and from I-270. Day after day after day.

CLICK HERE to take the first step in
shortening your commute

"Design changes" are right out of the Council playbook, and were previously used by Councilmember Roger Berliner to yet again delay the M-83 Highway. M-83 on the master plan alignment was ready to start construction on an up-or-down vote by the Council, after being recommended by both upcounty residents and MCDOT. Berliner, at the behest of developers, threw the project into an unrequired new approval process that included yet another public hearing. M-83, like MPE, is an old road needed decades ago, and won't by itself allow any development that couldn't go forward today.

It's critical we elect a Council that will cancel any sabotage design changes to the Montrose Parkway East, and will begin construction on that project and M-83 immediately.

Federal Realty plan would deliver new White Flint Metro entrance sooner at lower price (Photos)

The long-planned construction of a north entrance to the White Flint Metro station has been stalled since 2010. That year, Montgomery County approved the White Flint sector plan that requires the entrance be built, and WMATA conducted a study. An entrance closer to Pike & Rose, and - in relative terms - to properties north of Montrose Parkway, is considered essential to a successful redevelopment of the northern Pike District by property owners.

To try and get the ball rolling again at a time when Montgomery County councilmembers have managed to spend us into an ongoing structural deficit, developer Federal Realty hired a consultant to put together an independent study. Consultant AECOM and Federal Realty say the finished report shows the new entrance can be delivered sooner, and at a lower cost, than currently expected.

To achieve savings, the plan proposes breaking the development of the entrance into three phases. The Federal Realty proposal's price tag for Phase 1 would come in below the lowball option price of WMATA's study, which was priced in recession-era 2010 dollars, so the savings are likely even bigger than the numbers indicate. At only $11.1 million, Federal Realty's plan would deliver a functional station entrance at completion of Phase 1.

Later phases would add a station supervisor kiosk, exit fare machines, a pedestrian plaza, a bike storage facility, and employee and public restrooms, among other features and amenities. The push for the station takes on extra urgency, as the Pike District is considered the leading potential destination for Amazon's HQ 2 in Montgomery County.

While the empty former site of White Flint Mall is a major candidate, Pike & Rose is arguably the best choice for the long-term. Not only does it already have the urban "neighborhood" and entertainment, dining and retail options Amazon wants, but Federal Realty has several other large properties primed for redevelopment on the next blocks of Rockville Pike north of Pike & Rose. Amazon could end up with space to grow on the Montrose Crossing and Federal Plaza properties, which would be easily walkable from Pike & Rose - especially if a creative use or redevelopment of the underutilized parking lot north of Montrose Parkway at Towne Road is approved.

Federal Realty is now seeking to have a development study for their proposal funded in the FY-2019 Montgomery County CIP budget, and to develop a funding agreement and timetable among the County, WMATA and private stakeholders. The Federal Realty plan currently estimates the total price tag as $25.3 million.

PowerPoint images courtesy Federal Realty

Montgomery County Council clueless in meeting with Maryland transportation official

Another clueless performance by the Montgomery County Council in a transportation meeting yesterday has many in the business community questioning their fitness for office. In a failed attempt to dress down Maryland Gov. Larry Hogan's transportation secretary Pete Rahn, their politically-motivated meeting ended up instead exposing how poorly-informed the Council is on the basics of modern infrastructure, its operation, and financing.

Councilmembers repeatedly demanded "transit" be part of Hogan's massive Express Lanes plan for the Capital Beltway, I-270 and the Baltimore-Washington Parkway. They were unaware that it is standard practice for regular and rapid buses to use Express Lanes on highways.

Council President Roger Berliner asked Rahn if he could "fold in" the stalled Corridor Cities Transitway BRT project into the $9 billion dollar Express Lanes project. This was patently absurd for two reasons: The CCT runs on a completely different route than I-270, for starters. And the CCT, like all bus and rail service, will be a money-loser; transit does not generate profits like Express Lanes. What sane private corporation would try to combine the potentially-narrow profit margin of these particular Express Lanes with a surefire money drain like the CCT?

Finally, Councilmember George Leventhal showed how out of touch he is with his constituents when he advised Rahn that the more transit is part of the Express Lanes plan, "the more it will be easier (sic) to assuage our constituents." Huh? His constituents, tired of being stuck in traffic, want the popular Express Lanes plan proposed by Hogan. Leventhal should listen to voices beyond the yes-men in his office before daring to speak on behalf of his constituents.

Rahn, in contrast, demonstrated he has his finger on the pulse of frustrated Maryland drivers. His only misstep was waffling on how much the project might end up costing taxpayers, off-message with Hogan's promise that private companies would take on the financial burden.

Business leaders watching the hearing - and Montgomery's moribund private-sector economy and plunging wealth numbers - were reminded of a similar amateur-hour performance by the Council earlier this fall. In a worksession on autonomous vehicles, councilmembers showed a laughable lack-of-knowledge of the basic nuts-and-bolts of this now-arriving technology.  Many referred to autonomous vehicles as a futuristic fantasy, apparently unaware that Tesla vehicles on the road right now have fully-autonomous capability. The Council also didn't know how the cars might be insured. As more evidence that the Council hadn't even done the most basic research ahead of the session, they didn't know Volvo had just announced it would take on drivers' insurance liability itself.

Clueless.

Planners ponder widening Veirs Mill Rd. right-of-way, increasing congestion, and lowering speed limits; mum on property seizures

Ready or not, here they come. Montgomery County planning officials say no decisions or firm proposals have been formulated yet in the development of a Veirs Mill Corridor master plan. But analysis of the most-emphasized talking points at last night's community meeting give us an early hint of what they have in mind. Pedestrian and bicycle improvements were stressed the most, but achieving those may be a source of stress for home and business owners - and commuters - along the busy state highway.

Planners showed an existing Veirs Mill right-of-way that is constrained to as narrow as 100' along stretches near Wheaton. They said a new 120' width would be needed to accommodate all of the pedestrian and cycling amenities they hope to add to the road. That would require taking of property in at least some places. For that reason, planners said they are looking at ways to shrink lanes and the center median instead. Asked if business owners in the commercial areas along Veirs Mill would be threatened by any specific project, planners said it was too early to answer. But, they added, that they would try to use the same alternative methods of creating more space within the existing curbs as they will in residential areas.

Haven't seen many front lawns
this long along Veirs Mill

One problem last night was the graphics which show homes tremendously set back from the road, as you might see in a rural area with front yard septic tanks. In reality, the proposed widening idea would have bicycles whizzing past living room windows in spots where homes are already perilously close to traffic. There would also be a massive loss of mature trees that currently process the exhaust emitted along the road. Utility poles would be another significant challenge. A future 120' right-of-way was first proposed by the latest Kensington-Wheaton master plan.

Among the projects planners want to shoehorn in on Veirs Mill are Bus Rapid Transit lanes, separated bike lanes, and shared-use paths. They also want to install sidewalks where there are none, shown in the red lines in the photo at the top of this article. And like BRT proponents in County government, they're also entertaining the possibility of seizing one traffic lane in each direction for use as BRT lanes.

Losing 33% of vehicle capacity along often-slow-moving Veirs Mill was strongly opposed by attendees at last night's meeting.  "Taking out a lane on Veirs Mill, you're just causing a problem," one resident said. Likewise, homeowners right on the road were displeased to hear about big plans for their already-short front lawns. "That's my house!" declared one 60-year resident of Veirs Mill Road upon seeing her home in a photo planners probably now regret including in the Powerpoint. "How do you get that? That's my property! You're taking my property and reducing the value of my house by a pile!"

While new sidewalks, paths and bike lanes are being sold as needed safety features, the plan remains one actually driven by development interests more than safety interests. As urban planner Jessica McVary acknowledged at the outset of the meeting, this is the first master plan to be a roadway corridor plan. To be realistic, the main reason this plan exists now and the process is underway, is to benefit property owners such as Halpine View.

The fact is that the more paths and bike lanes there are, the larger scale the redevelopment of shopping centers and garden apartments along the corridor can be. That's because the latest way County officials have cooked the books for developers is to count all forms of transportation as capacity, instead of just vehicular capacity. So bike and transit facilities, even if they are lightly used, count fully the same as road capacity. This would allow developers projects of greater density than would be possible if roadways actually received the failing grade they otherwise would.

Impacts on automobile commuters already enraged by traffic congestion appear to be low on planners' priorities. McVary said they will actually make "a decision whether more congestion could be handled" by drivers on Veirs Mill, suggesting that making traffic jams even worse would improve safety for cyclists and pedestrians. A County transportation official in attendance promised the plan would also contain recommendations for lower speed limits, and new speed and red light cameras, cash cows for the corrupt County Council.

The only hope drivers and those who could be impacted by property takings have are that a different County Council will have been elected by the time this plan would be implemented, and that the capital budget costs of installing these improvements will be especially high. Most of Veirs Mill is single-family homes, cutting out the possibility of developers picking up the tab as they would in a totally-redeveloping urban area. And the County Council, facing massive debt loads they've created (debt service would be the third-largest government department in the County if it was a department - yikes!), just moved to slightly reduce how much additional debt the County can take on in the future. That will be a major drain on many capital projects.

"We need a constituency" to get these sidewalks and lanes for bikes and buses, Master Planner Supervisor for Area 2 Nancy Sturgeon said, and residents will have to lobby their elected officials to get it done if they want them. "This is going to end up being a large public-sector project," she predicted.

Ride On Extra buses will be free during October

Two of the alternatives to the proposed boondoggle of Bus Rapid Transit in Montgomery County - express buses and free Ride On fares - will be realized on a very limited basis in October: A new express bus service called Ride On Extra will begin service along MD 355, and fares on Ride On Extra will be free that month. Service will run between Gaithersburg and Medical Center station in Bethesda.

The buses are a lite version of BRT, with similar features like low-floor boarding, 10-minute peak rush hour headways, and free Wi-Fi, but will not take travel lanes along Rockville Pike from cars (as BRT will). Ride On Extra buses will also have traffic signal priority, but the County has never addressed how that random impact on traffic signals will affect the synchronization of lights up and down the Pike. It could cause major rush hour delays on an already-jammed road.

There's no mention of how much the month of free service will cost taxpayers, either. Ride On Extra stops will include Lakeforest Transit Center, Summit Ave., Westland Dr., Shady Grove Metro, Montgomery College, Rockville Metro, Edmonston Dr., Halpine Rd., Marinelli Rd., Security Ln., Tuckerman Ln., and Medical Center. There will be new bus shelters and bus stop flag signs to identify Ride On Extra bus stops.

Rockville Mayor elected chair of National Capital Region Transportation Planning Board

Rockville Mayor Bridget Donnell Newton was unanimously elected Chairman of the National Capital Region Transportation Planning Board for 2017 on Wednesday.  The TPB includes representatives of local governments, state transportation agencies, the Washington Metropolitan Area Transit Authority and members of the Maryland and Virginia legislatures, and prepares regional plans and programs for approval by the federal government. Without those plans and approvals, the region cannot receive federal funds for important projects and programs.

Newton is completing her fourth term on the TPB, and served as its vice-chair this past year. She is also a member of the Board of Directors of the Metropolitan Washington Council of Governments, a member at large of the Maryland Municipal League (MML) Board of Directors and served as president of MML's Montgomery County chapter from November 2012 through May 2015. She is in her sixth term on the MML Legislative Committee, of which she was appointed committee chairman in June 2015.

"I am honored and humbled to serve as chairman of the TPB in 2017," Newton said in a statement yesterday. "As a regional, long-range planning board, the TPB has a unique responsibility for thinking across jurisdictional boundaries and decades into the future. I look forward to working closely with my colleagues from across the metro area to address our region's long-term transportation needs."

Newton's election to this key leadership position gives Rockville and Montgomery County an important seat at the table, as critical transportation policy decisions are made for the D.C. region.

Cost, impact on residents top concerns on Veirs Mill BRT options

Rockville's Mayor and Council were briefed on the options for bus rapid transit service on Veirs Mill Road between Rockville and Wheaton at their meeting last night. The project options range from doing nothing, to a "Cadillac" option (Alternative 5B) that would give BRT dedicated lanes in the center of the state highway - but carry a price tag of $289.4 million.

Councilmember Mark Pierzchala, a BRT supporter, was not convinced that option would be worth the money for the modest transit ridership boost the Maryland Department of Transportation claims the line will produce.

The loss of left-turns at many intersections was another concern for Pierzchala, as that would impact residents trying to get around their own neighborhood. Given the cost and disruption of the Cadillac option, Pierzchala said he is more comfortable supporting Alternative 3, which would provide dedicated curb lanes for BRT "where feasible."

Mayor Bridget Donnell Newton suggested that cutting corners with BRT would fail to produce world-class results for passengers, and for economic development. She warned against trying to "nickel and dime around the edges" of a major project. At the same time, Newton said she was very concerned about the impact on residents and homes along the route. Houses and businesses along Veirs Mill are threatened with demolition to various extents, depending upon which alternative is chosen.

Newton also urged that any extension to Montgomery College of the service reflect the actual hours classes are held on the Rockville campus.

MDOT is scheduled to make its final BRT recommendation by the end of this year.

Photos via MDOT

Report: MoCo traffic congestion costing you $1834 per year

The failure of the Montgomery County Council to complete the County's master plan highway system is costing each resident an average of $1834 per year, according to a report released this week by the national transportation research non-profit TRIP. You lose about 82 hours a year idling in traffic jams, the report says, and the incomplete road network is costing Maryland $4.1 billion dollars a year in lost productivity and wasted fuel.

How much fuel? 85 million gallons. Which translates into significant additional pollutants and greenhouse gases that would not exist if traffic could keep moving smoothly.

According to the TRIP study, Montgomery County is home to the worst bottleneck in the state, at the Capital Beltway and I-270 spur in Bethesda. The Council's failure to build a planned Potomac River crossing north of the American Legion Bridge, and the Midcounty Highway Extended (M-83) - among other unbuilt freeways - creates traffic jams averaging 12.3 miles in length at the spur, lasting an average of 168 minutes per day there.

TRIP's latest numbers on vehicle miles traveled show most commuters still aren't "getting out of their cars." Vehicle miles traveled haven't declined in Maryland - in fact, they've increased: 12% since 2000, and 2% in the last 12 months alone. Metro ridership has declined over the same period. The report forecasts that VMT will increase another 20% by 2030, requiring new highway capacity to meet the demand. 

VMT increases almost 1% for every 1% of added population in Maryland, a damning statistic for those who claim that infinite growth is possible in Montgomery County.

Other County bottlenecks caused by unbuilt highways on TRIP's list include the Beltway at Connecticut Avenue (unbuilt Northwest Freeway, Outer Beltway, Rockville Freeway, I-95 through D.C.) in Kensington and the Beltway at Georgia Avenue (the unbuilt roads mentioned for the Connecticut exit, plus the unbuilt North Central Freeway and Northern Parkway) in Silver Spring. Multiple other I-270 interchanges made the list, as well.

The report notes that a 2013 survey of corporate executives found that Highway Accessibility is the top factor - after skilled labor - that firms consider when relocating their headquarters. Montgomery County has failed to attract a single major corporate headquarters in almost 20 years.

"Increasingly, companies are looking at the quality of a region’s transportation system when deciding where to re-locate or expand," the report says. "Regions with congested or poorly maintained roads may see businesses relocate to areas with a smoother, more efficient and more modern transportation system." Intelsat reportedly was considering moving its D.C. headquarters to 4500 East-West Highway in Bethesda, but ultimately chose Tysons with its superior highway access with Express Lanes, and direct highway access to Dulles Airport. In the near future, there will also be direct Metro access to Dulles from Tysons, to boot.

"Highways are vitally important to continued economic development in Maryland," the report argues, "particularly to the state’s tourism, agriculture, energy and manufacturing sectors."

The only good news in the report is that Maryland Gov. Larry Hogan's emphasis on addressing failing infrastructure appears to be bearing immediate fruit. There were 97 bridges rated "structurally-deficient" across the state in 2012; that number has fallen to 69 during Hogan's first term.

“From Governor Hogan’s $2 billion investment in highways and bridges to innovative projects and practical design, Maryland is committed to improving safety and reducing hours lost every day to congestion,” Maryland Secretary of Transportation Pete K. Rahn said in a statement reacting to the TRIP report.

But without completing Montgomery County's master plan highway system, economic development and quality of life will continue to decline. “Without additional transportation funding, Maryland’s transportation system will become increasingly deteriorated and congested, the state will miss out on opportunities for economic growth, and quality of life will suffer,” TRIP Executive Director Will Wilkins said in a statement.