Transit Times The Newsletter of the Action Committee for Transit, Montgomery County, Maryland Volume 13, Number 4, October 1999

press conference nixing the InterCounty ACT's next monthly meetings will take Connector (ICC) [see next news article below] place at 7:30 PM, October 12,1999 and came the Governor's announcement of $ 1 November 9, 1999 at the Silver Spring billion worth of road and transit initiatives. He Center, 8818 Georgia Avenue. called it the largest construction program in state history. As part of this program is the October Topic: Bus Priority System on encouraging news that $ 6 million will be Viers Mill Road by Rob Klein, made available for the Georgetown Branch DPWT Trail and Transitway. The $ 6 million would November Topic: To Be Determined be used by the state Mass Transit Administration for the next two major steps.

Feature Articles One step is to prepare the final environmental impact statement (FE IS). The FEIS will address comments raised during • $ 6 Million for Georgetown the public process for the draft environmental Branch Trolley (p. 1) impact statement that was completed in May • Glendening Nixes ICC (p. 2) 1996. The FEIS leads to a Record of • U of MD Supports Purple Line (p. 3) Decision, stating the offiCially preferred • Craig Simpson Receives Hero alternative for the project. [There were four Award (p. 3) alternatives: no-build, busway with diesel • ACT Testimony on Transportation buses, busway with hybrid dual-powered Policy Report (p. 5) trolley buses, and light rail.] The Federal • No Congestion Relief Without Transit Administration (FTA) must approve Changing Growth Pattern the FEIS in order for the project to qualify for (p.6) Federal funds (including fund transfers from • News You Can Use -- Smart Growth highway projects). The FEIS is required by (p.6) the National Environmental Policy Act. • 1-270 Corridor (p. 7) • New Mid-City Metrorail Green Line The second step is preliminary Opens (p. 8) engineering design for the project. • WMATA Operates Ride-On Routes Preliminary engineering design goes hand-in­ (p. 10) hand with the FEIS because certain • MARC Service Threatened (p. 10) questions (or public comments) cannot be • Fixing the 50% Farebox Recovery answered without developing the deSign for Mandate (p. 12) the project in more detail. Preliminary • More $$ in Northern Virginia for engineering design is also what distinguishes Transit than Roads (p. 13) FEISs for transportation projects from those • Late Night Metrorail Service (p. 15) for other projects. • ACT Testimony on Smart Growth. (p. 15) These two steps will take 3 years to accomplish (~ yr. for procurement, 2 yrs. for Governor Announces $ 6 Million actual work, and ~ yr. for FTA approval). for Georgetown Branch Trolley Quon Kwan As a side note, included in the $ 1 billion program is $26.6 million for the The day after Governor Glendening's Metrorail Blue Line extension in Prince George's County (from Addison Road to 2 Transit Times, v. 13, n. 4, October 1999

Largo near the National Capital Beltway). growth patterns so that sprawl no longer eats The eastern leg of the Blue Line is the only away forest, farmlands, and open space. leg in the entire Metrorail system that does U.S. Environmental Protection Agency and not reach the Beltway. The money is for the U.S. Fish & Wildlife Service oppose a purchase of right-of-way and advanced roadway along the Master Plan Alignment engineering design (to take place over 6 between Northwest Branch and Paint Branch years) for the 2-station, 3.1-mile extension. because of severe, adverse impacts to a sensitive stream valley. The ICC draft Funding of these phases for the two environmental impact statement shows that transit projects is consistent with the most of the trips that would use an ICC do not Governor's support for mass transit [see next go from one end to the other but are trips to article below]. major job centers in the 1-270 and 1-95 corridors. ACT President Ben Ross wrote a letter dated September 25, 1999 expressing As an alternative to the ICC, the wholehearted appreciation for proceeding Governor supports two roadways: one with the Georgetown Branch project and between 1-370 and Georgia Avenue and supporting the decision to cancel the ICC. another between US 29 and US 1. Both would lie along the Master Plan Alignment of the ICC and are also recommended by the Transportation Policy Report [see ACT Que Pasa? Testimony on these roads and this report below]. Just a lot of news - so many newsworthy The middle portion (between events have transpired over the last two Northwest Branch and Paint Branch) of the months since the last newsletter. ICC Master Plan Alignment would be preserved as a right-of-way for mass transit (and mass transit only) to connect Rockville, Glendening Nixes ICC MARC lines, and Prince George's County 10 Quon Kwan or 20 years from now.

Also as an alternative to the $ 1.5 On September 23, 1999, Maryland billion ICC is a $250 million strategy to Governor Glendening announced, "I will not improve 14 key intersections. These include build the InterCounty Connector (ICC) ... I MD 28 at Gude Drive, MD 355 at have instructed the State Highway Montgomery Village Avenue, MD 212 at Administration to immediately sell the right-of­ Cherry Hill Road, and US 1 at Cherry Lane. way along the proposed northern Interchanges include US 29 at MD 198 and alignments." Briggs Chaney Road. The reasons he gave for his "tough He said, "Finally, I firmly believe that decision" were as follows: The ICC "is doing now is the time to get serious about mass EXACTLY what it was intended not to do. It transit . . . That is why we have outlined a is literally dividing citizens instead of bringing plan to double the number of mass transit the region together." For almost 50 years trips per day by 2020 [referring to the (ICC was first proposed in 1950), families Maryland Transit Advisory Panel's report]." have lived in fear, not knowing if a highway would be built through their neighborhoods. At press time, Maryland Senate He repeated his commitment to Smart President Thomas Miller, House Speaker Growth [see "News You Can Use - Smart Caspar Taylor, Comptroller Donald Schaefer, Growth" below]. The state has to change its and Treasurer Richard Dixon and County

2 3 Transit Times, v. 13, n. 4, October 1999

Executive Douglas Duncan vowed to programs and (2) Federal agencies, such as challenge Glendening's decision. the National Institutes of Health and Food & Drug Administration, headquartered in Montgomery County. Activism Inner Purple Line stops in the campus vicinity would be at the science and "A doctrine or practice that emphasizes technology area of the campus and the town direct vigorous action in support of or center of College Park. The on-campus stop opposition to one side of a controversial provides easy access to the new Clarice issue" Smith Center for the Performing Arts, basketball arena, and football stadium. -- Webster's Ninth New Collegiate Dictionary

Transit is often times controversial in a society that is autocentric (i.e .. centered around the automobile). Craig Simpson Receives Hero Award from Civic Federation Ben Ross

University of Maryland Supports ACT activist and union leader Craig Purple Line Simpson was recently honored by Quon Kwan Montgomery County Civic Federation. Craig Simpson was born in Montgomery County The official support of the university is and graduated from Springbrook High expressed in a letter dated September 23, School. Since March 1973, he worked as a 1999 from Charles F. Sturtz, Vice President Metrobus driver, starting at Metrobus's for Administrative Affairs to William H. Western Division, then moving to Northern Hussman, Chairman of the Montgomery Division and Montgomery Division. He has County Planning Board. The letter comments driven routes throughout the County. on the Planning Board's Transportation Policy Report [see article on p. 5 below]. He is on a leave of absence from Metrobus while serving Local 689 of the ACT activist Webb Smedley worked Amalgamated Transit Union. Local 689 hard to garner the official support of the represents Metrorail and Metrobus university for the inner Purple Line. [The employees. He started with Local 689 by inner Purple Line is a proposed being elected Shop Steward in 1983 and circumferential rail line inside the Beltway appointed Business Agent in 1989. He was between Tyson's Corner and New Carrollton.] elected Secretary-Treasurer of Local 689 in 1993 and reelected in 1997. Although the university is not in Montgomery County, it urged the Planning When the Glenmont Metro station Board to "not ignore the realities of our opened last year, a new route, the C8 regional economic and transportation system tt Metrobus, between Glenmont and College and the "close ties" with Montgomery County. Park was added. This is only the second bus The university recognizes that the inner route to connect Montgomery County to the Purple Line would relieve Beltway traffic while University of Maryland although some 24% of at the same time strengthen research ties Maryland students come from the County. A between (1) the university's internationally separate Ride-On bus, route 40, connects recognized programs in engineering, Glenmont and White Flint. computer sciences, physics, and life sciences

3 4 Transit Times, v. 13, n. 4, October 1999

Both routes initially ran only in rush payers) are getting for their money. hour, but as many civic groups pointed out, a rush-hour bus did not serve student Next summer, it now appears the C8 schedules. Since the conversion of both the bus will be extended to White Flint. It will C8 and the 40 to all-day service, the two vastly improve the daily commute for routes have been rapidly gaining riders. hundreds of Maryland students and White Nonetheless, the service fell far short of Oak residents. It will do its small part to potential because users of these buses to relieve congestion that burdens the County at cross the County were forced to transfer at a savings of $70,000/year. Glenmont, waiting as long as 20-25 minutes between the two routes. Equally important will be the message that the C8 bus carries -- how union and civic Groups including ACT, the Greater leaders can work together for efficiency and Colesville Civic Association, Manor Lake Civic openness in government. It's a lesson worth Association, and the Western Montgomery applying to other County services. Regional Advisory Board called for combining the two routes to provide for continuous trips Kudos to Craig! between White Flint Metro and the University of Maryland as well as between White Oak residences and jobs in North Bethesda. ACT Testimony on Craig Simpson called upon his union to back the proposal. Transportation Policy Report Harry Sanders Because the C8 route is a regional ACT Co-founder and Vice President route and longer than the 40 route, it was Harry Sanders (also member of Citizens only logical that the proposal converted the Planning Association and Advisory Team to White Flint - Glenmont segment from Ride­ Planning Board) testified on September 9, On service to Metrobus service. The County 1999 on the Montgomery County Planning Department of Public Works and Board's draft Transportation Policy Report Transportation told the Council that Metrobus (TPR). First and short was praise for placing service on this segment would cost priority on the Georgetown Branch trolley. $480,000/year more than Ride-On. Because of the importance of creating more east-west Second and long was the weakness of the transit links, the Council's Transportation and draft TPR -- lack of a visionary focus. "I [i.e., Environment Committee voted to budget Harry Sanders] Signed on for hundreds of $360,000 for a 9-month trial of the proposal. hours of work to develop a citizens land use­ transportation scenario thinking this Just before final Council action on the document would be visionary. However, it budget, Craig Simpson learned that Metrobus fails the Daniel Burnham test - this is NOT could operate the route 40 segment for a 'plan that will move people.' This is ... a $70,000 less than Ride-On. He immediately long list of road projects for construction by fired a letter to the Council, which removed 2020, including widening the Beltway with the budgeted $360,000. HOV [High Occupancy Vehicle] lanes, creating a western ICC link, and making US In the short run, the result is that 29 an expressway north of Four Corners. $360,000 will be saved on bus service in the This highway vision is guaranteed to ensure coming fiscal year. Craig Simpson knows continued gridlock ..." that public services can only thrive by delivering fair value to who support them. [Editor's note: every single road Essential to the tacit understanding between project of any kind that was proposed during the public and its public servants is accurate the course of the TPR study was disclosure of what taxpayers (and fare

4 5 Transit Times, v. 13, n. 4, October 1999

recommended regardless of cost, (5) Factor in induced demand -- [the environmental impact, community impact, or phenomenon that expansion of road effectiveness. On the other hand. only a few capacity draws more vehicles to use select transit projects were recommended, the new roads or new lanes resulting such as the Georgetown Branch trolley, in more traffic leading to a vicious, Corridor Cities Transitway light rail, and self-perpetuating cycle of the need for Grosvenor to Montgomery Mall light rail.] more roads resulting in more traffic, etc.] " ... We urge the Board to support our vision - an efficient transit network that Using these five factors in the gives most residents of Montgomery County evaluation would cause projects like HOV a true long- term alternative to our congested lanes on the Beltway and the western ICC roads particularly during peak hours. I am link to be dropped from the draft TPR. not recommending a lot of new studies or Transit projects, such as light rail along US analysis. What you need to do is weigh the 29 and the Inner Purple Line to College evaluation factors differently:" Park/New Carrollton would be added. Ridership to/from University of Maryland was (1) Give more weight to transit omitted from the TPR modeling runs.) accessibility in the evaluation methodology enhance the In conclusion, "we transit activists movement of people, not just cars. urge the board to reject the vision in this draft that would promote unmanageable urban (2) Take a closer look at the future sprawl. Future life in should not be (2050) integration of land use and dominated by congestion neither should our transportation [see next article on "No wallets be drained with the insatiable demand Congestion Relief without Changing for roads to deal with that congestion. Please Growth Pattern"]' make the TPR a visionary document that passes the Daniel Burnham test (see text box (3) Use the reduction of vehicle miles below). " traveled (VMT) per capita as a measure of effectiveness consistent with the National Capital Region " Make no little plans, they have no Transportation Planning Board's magic to stir men's blood and they vision statement goal of reducing probably will not be realized." VMT per capita. Daniel Burnham (a turn-of-the [Editor's note: the failure of the TPR to take century architect) into account REGIONAL considerations is manifest in the TPR's omission of the Purple Line. The Purple Line would connect Montgomery County with College Park/New No Congestion Relief Without Carrollton and Northern Virginia. In the article below, "Northern Virginia Proposes Changing Growth Pattern More Transit Than Roads by 2020," there is Pam Lindstrom a recommendation to build the Purple Line, A close look at early data from the unlike the TPR.] modeling studies for the draft Transportation Policy Report (TPR) was made of the impact (4) Put more weight on consideration of of transit~oriented development. Locating environmental impacts. For example, transit lines and stations and then orienting effects on sprawl development were jobs and households around the transit lines ignored. and stations are the gist of transit-oriented development. Transit-orient development is

5 6 Transit Times, v. 13, n. 4, October 1999 one form of the Land Use, Transportation, News You Can Use -­ Smart and Regional Air Quality (LUTRAQ) approach Growth that. ~as adopted by Portland, Oregon in Neil Greene obviating the need to build highways. [excerpted from September 1999 issue of the The result of the modeling studies Potomac Valley Architect] shows that transit-oriented development is a far better strategy for reducing traffic Recent articles about Smart Growth in co~g~stion than adding road capacity (Le., U.S. News and World Report, Time bUilding more roads or more lanes on existing Magazine, Business Week, The Washington roadways). Post, The Architectural Record, and your local Gazette, have made it familiar and The single best tactic of all would be urgent issue. To architects, planners, and to balance jobs and households within developers, "growth: means business and Montgomery County's eastern and western opportunity, but what does Smart Growth "traffic sheds." mean to architects? Smart Growth is the term we hear more and more because urban Unfortunately, the strong synergism planners faced with unparalleled growth and ?etween transit and land use was only tested d~.vel?pment of urban areas is a necessity for In the 2020 - 2050 time period. Since the cities In the future to function as vital areas of draft TPR's Recommended Plan, consisting social and economic interchange. of mostly roads [see "ACT Testimony on TPR at Planning Board"]. focuses on the 2000 ­ The best definition of Smart Growth 2020 time period, land use changes were not that applies to our region, is within the taken into account in the TPR. As a framework of the well conceived "Concept of consequence of this omitted consideration Wedges and Corridors." Smart Growth is the the performance of transit did not appear a~ new development in existing urban areas and good as it would or should have. a~ong.. existi~g . transit and highways. Livability, social Interchange, convenience, The Citizens Planning Association ~n~ variety are high among the "quality of (CPA), led by Walter Scott, Harry Sanders, life goals that form the basis of Smart and Pam Lindstrom, asks the Planning Board Growth. In the Washington area, population and the County Council to analyze fully the growth is inevitable with no end in sight to the potential of transit-oriented development and region's importance as a dynamic, economic, the CPA's balanced land use growth scenario and organizational "generator." While the to solve Montgomery County's transportation "high cost of sprawl" has become a reality to problems. [Also see article below for use of the no-growth outer counties, people still balanced land use growth scenario and come to Washington and have to live transit specifically in the 1-270 Corridor, "1-270 somewhere. That "somewhere" is in and M.odeling Result from State Highway around the Beltway, where creative planning Disputed by CPA."] and go~d tra~sportation are encouraging substantially higher density and a much The draft TPR states that there is "no improved "quality of Life." Clearly, Smart silver bullet" in that no facility will meet Growth advocated by Governor Glendening Montgomery County's needs. To the and supported by most of our elected contrary, the modeling result suggests officials, will take the development pressure strongly that there is a single approach that off the remaining "open space" and provide can do it all. That approach is the balanced more open farmland and green space. land use growth scenario combined with transit-oriented development! In schools of architecture we learned about organic design. Think of Smart Growth as organic design using the wild strawberry

6 7 Transit Times, v. 13, n. 4, October 1999

as "unplanned growth" and the cultivated one seat, stadium-style theater complex, the new as "planned growth." Like "suburban sprawl," 400-seat American Film Institute Theater in the wild strawberry sends shoots in all the historic Silver Theater and a new 150­ directions especially where it can easily and seat "Round House Theater" for "live" selfish;y grab the water and nutrients of the performances. Adjacent will be a new 200­ soil in any open space it can find, just like the room hotel and a 250,000 square foot office sprawl of low density housing with distant building on Georgia Avenue at Ellsworth community facilities and stretched utilities. Drive. On and on! Cultivated strawberries flourish in their own individual sites concentrating growth but Clearly, Smart Growth areas, such as minimizing their demand on resources and Silver Spring, Bethesda, Greenbelt, Takoma space. They bear the bigger, denser, and Park, Rockville, Gaithersburg, and College better tasting fruit. A central watering Park are where much of the action is and of system, cultivation, and fertilizer maximize the the future action will be. As an architect, quality of the plant just as in the urban Smart Growth is your opportunity to design community, existing infrastructure, centralized the fabric of our new community. facilities and amenities enrich and synergize the village, town, and city. 1-270 Modeling Result from State There are many signs that Smart Growth is being understood by our elected Highway Disputed by CPA Pam Lindstrom officials, urban planners, community, and taxpayers. Beltway widening is finally being The Citizens Planning Association questioned while light rail systems are (CPA) conducts studies on balanced land use proposed throughout Maryland and DC, (Le., land use that is coordinated with transit villages and transit centers are being transportation). The CPA asked the approved with mixed use, housing, and Montgomery County Planning Board to model nearby business, retail, and cultural uses. On transit ridership for the year 2050 on several example is the Grosvenor Transit Village and combinations of facilities in the 1-270 Corridor. the new 2,000 seat Strathmore Hall Arts [Another article about applying balanced land Center adjacent to the Grosvenor Metrorail use and transit-oriented development is "No Station. Another project in downtown Congestion Relief Without Changing Growth Bethesda by Federal Realty will break ground Pattern," which appears before this article.] on an eight-screen subterranean cinema complex specializing in foreign films. Above, 50,000 square feet of shops and 75,000 [Editor's note: The Montgomery County square feet of office space will add new Planning Board in their Transportation Policy vitality to this popular neighborhood a few Report (see separate article on p. 4) is blocks from Metro as well as dozens of new recommending that the transit mode be light restaurants, shops, and apartment buildings. rail on the Corridor Cities Transitway.] The newly proposed $ 550 million The most striking result of a recent Rock Spring Center off Old Georgetown modeling study shows high ridership for the Road and 1-270 includes a million square feet CSX alignment of a light rail line between of housing, office buildings, shops, cafes, Metropolitan Grove and Shady Grove. For farmers' market, and green space. A future example, the total PM peak ridership (both "people mover" connecting Grosvenor Metro directions) in mid-Gaithersburg is as follows: to Rock Creek Center and Wildwood is being considered. In Silver Spring, the $ 320 (1) 10,870 total passengers for light rail million new Silver Spring downtown is along the Corridor Cities Transitway proceeding with a million square feet of alignment and express buses versus development, including an 18-screen, 5000­

7 8 Transit Times, v. 13, n. 4, October 1999

(2) 20,900 total passengers for light rail Line between Fort Totten and Greenbelt and along both the CSX and Corridor between U St. - Cardozo and Anacostia. This Cities Transitway alignments and no also means the end of the Green Line express buses. shortcut running rush hours only between Farragut North and Greenbelt. In fact, the presence of light rail along the CSX alignment as well as light rail along the Of all the subway construction Corridor Cities Transitway alignment segments, this particular link has been the increases transit ridership all the way down most challenging and controversial. It was so the western arm of the Metrorail Red Line in challenging that it won an award from the Montgomery County. American Underground Construction Association (the American chapter of the This result is so high that it cannot be International Tunneling) Association. It was dismissed. Moreover, it disputes the result so controversial that while survivors of presented by the State Highway subway construction sjghed relief, a new Administration (SHA) for the CSX alignment. battle erupted against the D.C. SHA found that ridership was so low that it Redevelopment Land Agency's selection of eliminated the CSX alignment from any DC-USA/Horning Brothers as a developer. further consideration last year. According to Washington Metropolitan Consequently, Pam Lindstrom wrote Area Transit Authority (WMATA) General to Henry Kay, Director of Planning for the Manager Richard White's grand opening Mass Transit Administration in a September speech, what made this project the most 17, 1999 letter urging that the CSX alignment difficult in the entire Metrorail system was the be reinstated in the 1-270 Corridor study. fact that in 1992, WMATA committed itself This would be consistent with Ed Tennyson's NOT to displace any of the 100 residential or (ACT's pro bono technical consultant and commercial buildings along the alignment at professional engineer) original public request. WMATA is now recognized recommendation to SHA. as the leader in this area. WMATA's commitment forced subway construction The next 1-270 Focus Group meeting under extremely tight conditions and will take place 7:00 PM, Thursday, October provoked many trying moments. Just north 14, 1999, at the SHA District 7 Office, 5111 of the Columbia Heights station, the two Buckeystown Pike, Frederick, MD. Take 1­ tracks, normally side-by-side, were stacked 270 north then south on MD 85 for about 1/4 on top of each other in order to spare 15 mile to SHA on the left. Join Dick Arkin, Jim homes and a church. Clarke, Quon Kwan, Pam Lindstrom, and Ed Tennyson on the 1-270 Focus Group. WMATA also had to work around three historic sites in order to preserve them for posterity. One is the Tivoli Theater at New Mid-City Metrorail Green Columbia Heights; ironically, it is threatened by the DC-USA/Horning Brothers Line Opens development after surviving subway Quon Kwan construction. Second is the historic fire station (past quarters for D.C. Engine ACT members John Carroll, Tom Company 24), moved across the street to Fuchs, and Quon Kwan [apologies to those 3670 New Hampshire Ave., NWto house the not named] attended the grand opening on chilling plant for the Georgia Ave. - Petworth September 18, 1999 of the new mid-city station's air conditioning. Third is historic Metrorail Green Line and two new stations at Rock Creek Cemetery; the subway was taken Columbia Heights and Georgia Avenue­ down 95 feet deep (beyond reason) to allay Petworth. The mid-city 2.9 mile link joins the fears about train vibration disturbing graves. two discontinuous segments of the Green

8 9 Transit Times, v. 13, n. 4, October 1999 for healing. Two of the five lawsuits against New Green Line Ridership WMATA on this project have been settled. Exceeds Expectations Secretary Slater said he was happy to see everyone coming together to usher in this better day. Jamie Boyd said in the end she On the first and second weekday of recognized the proje~'s value. Jim Exeler, seNice (September 20 and 21), owner of Capital Locksmith, a small business WMATA reported about 7700 hurt by subway construction spoke, "I hope passengers /day using the two new the businesses that left consider coming stations at Columbia Heights and back... I offer a challenge to merchants - try Georgia Ave. - Petworth. This ridership to use Metro to grow -- not to leave." is nearly double the 4,000/day that The final controversy concerns was expected. development around the Columbia Heights station. The community is opposed to the selection of DC-USA/Horning Brothers as Another feat was overcoming excessive developer, who proposes an entertainment groundwater below Park Road. More than 12 and retail complex plus a supermarket and million gallons of grout were pumped in place townhouses. They would gut the Tivoli to hold back the watery soil. In spite of these Theater and replace it with retail stores while technical challenges, WMATA completed the keeping only the facade. On the other hand, $ 643 million project under budget and 3 the community favors the Forest City months ahead of schedule. proposal because it would be a mix of retail, housing, and office space. It deemphasizes Now the controversies. These started entertainment and would restore the Tivoli with battles over the alignment of the mid-city Theater as a civic and cultural center. Green Line route. After groundbreaking, controversies centered over disruption. At Other unique features about the two the dedication, Janie Boyd of the Columbia new Green Line stations merit mention. Both Heights Community remarked that she will stations are the very first stations in the never forget the experience of the subway Metrorail system to have canopies over the construction -- sleepless nights due to anxiety escalators from the street to the mezzanine to about dust, debris, and noise (construction protect against the weather. Also, both workers with radios at "full blast. ") stations are the first to be brightly illuminated by lights suspended over the mezzanine in Residents complained of phone, contrast to the typical cavern-dim station. power, and water lines being cut off as well as street access being closed off. Small Lastly, two features make the businesses were devastated; many closed Columbia Heights station unique. It is the up, went out of business, or moved away. first station in DC to have art work installed More vocal activists accused WMATA of BEFORE the station opened; the art work is mismanagement, mistreatment, and a back-lit mural, "Woven Identities." It is discrimination circumstances that made of enlarged digital images of faces Northwest DC residents did not face during painted in green camouflage colors by teens Red Line construction. U.S. Secretary of (many graffiti artists). Outside this station is Transportation Rodney Slater was asked by installed the first new bus shelter in the U.S. the community to make personal inspections. designed by Richard Meier. who is the famed (By the way, Slater asked to appear as a self­ architect of the J. Paul Getty Museum (a invited speaker at the dedication.) "MUST-see") in Los Angeles. The airy and modernistic shelters are denoted by a sleek Many speakers noted the grand roof, a flip-up bench, and large map of the opening was not just time for celebration but bus route [Hal seNing the stop.

9 10 Transit Times, v. 13, n. 4, October 1999 WMATA Operates Ride-On more than 3 million passengers with on-time Routes performance at 95%. Quon Kwan CSX operates the MARC Camden Line between Baltimore and Washington, DC On September 7, 1999, the (Union Station) and the MARC Brunswick Washington Metropolitan Area Transit Line between Martinsburg, WV and Authority (WMATA) began operating five new Washington, DC (Union Station). FY Ride-On routes under a $ 1.1 million contract. ridership on these two lines grew less than 1% to 2 million passengers with on-time performance declining to 81 % in June and Two routes are shuttles that circulate July 1999. in the central business districts (Silver Spring and Bethesda) free to passengers. Three Even if the operating contract with routes operate during rush hours between AMTRAK is extended, AMTRAK faces near­ Shady Grove Metrorail Station and the term problems. Congress has established a following: Poolesville, Crystal Rock goal for AMTRAK to be self-sufficient by (Germantown), and Dorsey Mill (also in 2002. To do this, AMTRAK must close an Germantown). operating deficit of more than $ 300 million/year. Federal funding for capital Both the equipment and operators will improvements would still be required. masquerade as Ride-On: twelve 1989 rehabilitated 30-foot Flxible Metrobuses will If AMTRAK does not become self­ be re-painted in the blue and white Ride-On sufficient, states along the Northeast Corridor color scheme. Metrobus operators will wear may have to subsidize intercity rail passenger Ride-On uniforms. service. The State of Maryland, along with other Northeast states, intends to lobby The next two articles are derived from Congress to continue subsidies to AMTRAK. Issues and Plans Driving the Operating The State is also evaluating capital projects and Capital Needs of Transit in Maryland, mutually beneficial to AMTRAK and MARC a presentation made by Maryland for joint funding. Secretary of Transportation John Porcari CSX has stated its preference that to the Commission on Transportation another operator for MARC be found. Even Investment on August 30, 1999. if CSX were to continue operating MARC, rail passenger operations would be fraught with much difficulty because of conflicts with freight operations. MARC Service Th reate ned Quon Kwan The conflicts seem to stem from the recent acquisition of CONRAIL by CSX, The Maryland Area Rail Commuter causing significant short-term freight (MARC) service is threatened on two fronts: operation problems. The figure on the next operating agreements with both Amtrak and page shows the impact of the acquisition on CSX expire on December 31,1999. MARC routes by comparing planned versus actual freight train movements in August Amtrak operates the MARC Penn Line 1999 averaged over 7 -days. between Perryville (Cecil County) and Washington, DC (Union Station) via Another issue with CSX is long term, Baltimore's Pennsylvania Station under outdated and inadequate infrastructure, which contract to the Mass Transit Administration. will continue to have severe impacts on" the Fiscal Year (FY) 1999 ridership grew 10% to on-time performance offreight operations, let

10 CSX l~ost: Merger-MAll(~: Ilnpe:lct Daily Sclleduled Freigllt l-'raill Density ( STB - Plan versus August 1999 Actual) TO TO/FROM PHILA MID-WEST

7.41~/~.

>I",,",,,,,·a,Unjl, 37."Y..

PLAN +24.9% ACTUAL +28.8%

PLAN ACTUAL. -142.1°;',

W ASIIINGTON KEY:

CSX I)OlJBLE TnACK CSX SINGLE TUACK DAILY AVERAGE OF THAINS -- 7 I>A Y OPEHATION

TO Note: Frederick extension will add 6 trains to the RICHMOND Old Main Line and 4 10 Brunswick Line in 200 I. 12 Transit Times, v. 13, n. 4, October 1999 alone MARC. Clearly, double-tracking at Panel in January 1999 recommended that the critical bottlenecks is called for. Also, 50% farebox recovery mandate be lifted. The passenger and freight trains should be mandate caps operating subsidies from the separated, warranting a possible third track State of Maryland to the Mass Transit between Baltimore and Washington, DC. Administration (Baltimore), MARC, and These potential improvements cost between Washington Metropolitan Area Transit $0.5 and $1.0 billion over the next 20 years. Authority (WMATA) (serving suburban Maryland) at 50% of the total operating costs. Norfolk Southern has also identified Thus, the remaining 50% must come from more than $100 million of capital investments farebox revenues (or local government to improve freight capacity and movement in subsidies). Maryland. Both CSX and Norfolk Southern are Class I railroads but "cash poor" due to The Maryland State Transit Advisory the debt resulting from acquisition of Panel found that the mandate reduces ability CONRAIL. to add service in new markets underserved by transit that cannot recover 50% of their operating costs from the farebox. The goal of Class I Railroad is a railroad with an doubling transit ridership by 2020 is annual gross operating revenue in unattainable, especially in areas with excess of $ 250 million based on 1991 inherently low farebox recoveries (such as dollars. suburb to suburb markets and rural areas). Furthermore, welfare-to-work initiatives often depend on shift work opportunities, requiring -- Accident/Incident Bulletin late night and weekend transit service that of the Federal Railroad Administration traditionally produce low farebox recoveries.

The 50% recovery mandate has The recently passed Transportation severely affected MTA (Baltimore) transit Equity Act for the 21st Century (TEA-21) services. I n order to meet the mandate [superseding the Intermodal Surface without any other subsidies, MTA (Baltimore) Transportation Efficiency Act (ISTEA)] may has had to reduce revenue service on buses offer some relief. TEA-21 provides $2.5 by 14% over the last decade. Most of these billion of long-term loans to for Class I reductions occurred in suburban areas based railroads nationwide for infrastructure on low farebox recoveries. Also Sunday improvements. However, the total Baltimore Metro service was dropped. infrastructure improvements needed for Class (Typically, single rail line systems have much I railroads are estimated at $161 billion over lowerfarebox recoveries than multiple rail line the next two decades! systems.) Another drastic consequence of the 50% farebox recovery mandate is that The State of Maryland is conducting a MTA (Baltimore) fares have risen faster than review of subsidies to freight operations by inflation. other states to establish its own policy for funding projects that (1) mutually benefit Lastly, the mandate is not realistic in MARC and freight trains and (2) create/retain light of the fact that the national average jobs within the state. fare box recovery for transit operating expenses is 31.5%. The 50% recovery mandate was based on historic bus system Proposed Fix to the 50% Farebox performance in the 1980s before the Baltimore Metro and Central Light Rail Line. Recovery Mandate The mandate is the second highest in the Quon Kwan nation (first is Chicago Transit Authority). See textbox below for Maryland farebox The Maryland State Transit Advisory

12 13 Transit Times, v. 13, n. 4, October 1999 recoveries: • Retain farebox recovery as a key performance measure but not as a mandate. farebox Recoveries in MD • Supplement with other performance WMATA Metrorail 74% measures used in the transit industry: MARC 55% service efficiency MTA (Baltimore) Bus 53% (cost/vehicle mile) Ocean City Bus 52% MTA (Baltimore) Metro 38% cost effectiveness WMATA Metrobus 38% (cost/passenger-mile) MTA (Baltimore) Light Rail 31% service effectiveness Ride-On 24% (passenger/vehicle mile) Small urban/rural services 23% • Evaluate performance trends over time and against peer transit systems across the nation. A reduction of $23 million/year in transit operating costs is required of MTA • Audit periodiC performance with (Baltimore) to attain the 50% farebox annual reports to the General recovery in 2000 without a change in the Assembly. revenue base. To achieve this reduction, Baltimore Metro or light rail service after 8 PM and on weekends would have to be cut back. At the request of readers, we generally Selected Baltimore Metro stations would have feature a news article from across the to be closed early, and selected suburban nation. Last month, it was the opening of Baltimore bus routes would have to be the Metro Red Line from Downtown (Los curtailed. Affected on Saturday are 24,000 Angeles) to Tinseltown (Hollywood). Baltimore Metro riders and 16,000 Baltimore Instead of taking you across the nation this light rail riders. Affected on Sunday are 6,000 month, we take you across to the other side Baltimore light rail riders. The above of the Potomac River for a look at Northern numbers include Oriole and Ravens fans who Virginia's 2020 Transportation Plan. ride transit, comprising 12% and 18% of paid attendance, respectively.

In addition. fare increases in the MTA (Baltimore) transit system would be required to meet the 50% farebox recovery mandate. Northern Virginia Proposes More This means a 35 cent increase in the base $$ for Transit Than Roads by fare to $1.70, one of the highest fares in the 2020 nation. Although this would generate $12 Quon Kwan million additional revenue without change in expenses, it would be offset by a 9% drop in On September 7, 1999, the Northern ridership (i.e., 30,000 daily trips). Virginia Transportation Coordinating Council (consisting of 40 elected state and local Maryland State Transportation officials) released the draft Northern Virginia Secretary Porcari supports the 2020 Transportation Plan. The purpose is to: recommendations of the Transit Advisory Panel with respect to the 50% fare box • Specify needed subregio'nal recovery mandate: transportation improvements to

13 14 Transit Times. v. 13, n. 4. October 1999

reduce congestion, wonder how the Montgomery County Planning Board can recommend HOV • Identify funding sources for the lanes with express buses while improvements, and Northern Virginia recommends heavy raiL] • Provide a plan for jurisdictions to use in updating their comprehensive plans • Dulles Corridor line (also known as as well as input to the region's Phase IV) with 11 new stations Constrained Long Range Plan. (between West Falls Church and VA 653/654) (23.4 miles, $1,947 million). The Northern Virginia 2020 Transportation (An extension to Leesburg is Plan supersedes the 2010 Plan, which was envisioned beyond the 2020 Plan) the first comprehensive transportation plan for Northern Virginia. The Council's 40· • Metrorail Blue Line from member Citizen Advisory Committee met 10 Franconia/Springfield to Fort times through 1998 to assist with public Belvoir/Lorton. (5.6 miles, $640 involvement. The Council held four public million) (An extension to Woodbridge meetings in July 1998 to receive comments is envisioned beyond the 2020 Plan) on the draft Plan. After a concluding round of public comments on the draft Plan, the Plan The new Metrorail extensions will cost $ will be finalized. 3.984 billion.

The Plan proposes 315 lane·miles of Additional Metrorail Station access roadway consisting of 176 new lane·miles of points are planned at Ballston, Court House, freeway and 139 new lane·miles of arterials. Crystal City, Pentagon City, Rosslyn, and The costs of these roadway improvements Virginia Square (pedestrian tunnel). Parking total $ 2.95 billion. [Editor's note: in contrast will be expanded at the following Metrorail to the Montgomery County Planning Board's Stations: Dunn Loring, East Falls Church and Transportation Policy Report, the Plan does West Falls Church, and Vienna. admit it does not take into account induced demand.] The new light rail lines include: The Plan proposes 44 interchange • Tysons Corner to Pentagon via improvements, most of which are along Bailey's Crossroads/Skyline via VA 7 corridors, such as 1495, 1·66, US 1, US 29, and Columbia Pike (12.1 miles, $650 VA 7, VA 123, and VA 234. Included in these million) improvements are upgrades of intersections to interchanges. The costs of these • Dulles Airport to Manassas via VA 28 interchange improvements total $ 850 million. (20.9 miles, $790 million) The Plan proposes 46 miles of heavy • Pentagon to Alexandria (US 1 & rail (Metrorail extensions) and 38 miles of Capital Beltway) via Potomac Yards light rail. The heavy rail improvements: (5.2 miles, $330 million) • Metrorail Orange Line from Vienna to The total cost of the proposed new light rail Centreville with 4 new stations (10 lines is $ 1.770 billion. miles, $657 million) The Plan proposes a number of bus • Capital Beltway line with 2 new transit strategies: stations between Maryland border and Dunn Loring Metrorail Station • Bus rapid transit for the Dulles (6.9 miles, $740 million) [You may Corridor in Phases I, II, and III (prior

14 15 Transit Times, v. 13, n. 4, October 1999

to Phase IV consisting of heavy rail); Metrorail service. This means that the last the costs for bus rapid transit total $ trains to leave Metro Center and Gallery 316 million. Place in downtown Washington, D.C. will depart around 1 AM on Saturday and Sunday • Reverse commuter buses are mornings instead of around 12 midnight on planned on 1-66 (inside the Capital Friday and Saturday. This late night service Beltway) (10 miles, $ 13.35 million.) will be conducted on a trial basis for one year beginning in November. If successful, • Express commuter buses along 1-66 service may be extended to 2 AM on between Centreville (new Orange Saturday and Sunday mornings. The Metrorail Station) and west Prince operation of late night subway service also William County ($ 29.1 million) marks Washington, DC as joining the ranks of world class transit systems and becoming • Reverse commuter buses to/from a wo rid city. Metrorail Stations and points along the Capital Beltway between The late night service extension was Woodrow Wilson Bridge and first proposed by D.C. Councilmember Jim American Legion Bridge (10 miles, $ Graham and endorsed by Virginia. Maryland 13.67 million) Board members were concerned about disrupting critical maintenance work taking • Enhancement of Potomac & place between midnight and starting time. $ Rappahannock Transportation 1.1 million will be used for an one-time Commission bus routes from Prince purchase of capital equipment to squeeze William County to points within more maintenance work in a shorter period. Capital Beltway ($26.5 million) The late night service will immensely • Expand Omnilink feeder bus service benefit service workers in the hospitality to Virginia Railway Express stations in industry (Le., hotels, restaurants, and bars). Prince William County ($ 7 million) • Priority bus projects on Fairfax County Parkway, US 1, US 50, VA 7, ACT Testimony on County's VA 236, and VA 244 ($ 16.9 million) Smart Growth Ben Ross The total cost for all bus transit improvements is $ 422.5 million. ACT President Ben Ross testified on September 14, 1999 before the Montgomery The grand total cost for all road County Council on ACT's plan for Smart improvements is $ 3.8 billion while that for all Growth around Metro Stations ("Metro Station transit improvements is $ 6.17 billion. These Policy Areas.") The six point plan would totals do not include the Plan's proposal for provide incentives for development in such a 28 hiker/biker trail improvements at a cost of way that would intensify land use and $16.5 million. pedestrian-friendly environments around the stations while obviating road widening. The plan is described in more detail in the last WMA TA OKs Late Night Rail ACT Transit Times newsletter of September Service 1999. Quon Kwan The initial response from several At press time, the Board of Directors members of the County Council has been of the Washington Metropolitan Area Transit positive. A vote is expected by the end of Authority approved the beginning of late night October.

15 16 Transit Times, v. 13, n. 4, October 1999 Membership Editorial Remarks

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