WASHINGTON-BALTIMORE | Public Transport

[Liam0711]

O'Malley-Ehrlich transportation gulf is wide

Incumbent would build light rail; challenger would scrap it

This time around, in their rematch for governor, the differences between Martin O'Malley and Robert L. Ehrlich Jr. on transportation issues are stark.

Unlike 2006, when the two substantially agreed on the state's largest road project, in 2010 the Democratic incumbent and Republican challenger are at odds on billion-dollar decisions that could determine how Marylanders will get from place to place for decades to come.

If O'Malley is re-elected, he will almost certainly keep Maryland on a course toward construction of two long-sought but expensive light rail systems — the $1.8 billion Red Line in Baltimore and the $1.6 billion Purple Line in the Washington suburbs. As governor, Ehrlich supported the planning process on both lines, but has turned against them as proposed by O'Malley. The Republican has vowed to scuttle light rail on both lines, saying rapid bus lines are his preferred choice.



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The two candidates, both of whom answered questions from The Baltimore Sun last week, also have significant differences over the question of financing transportation. O'Malley expressed his views in a face-to-face interview, while Ehrlich provided written answers to questions submitted by the newspaper.

For Ehrlich, the transit issue has complicated his relationship with business leaders, who tend otherwise to be receptive to Republican appeals. In the populous suburbs of Washington, the influential Greater Washington Board of Trade is an enthusiastic supporter of light rail on the Purple Line. The Greater Baltimore Committee is equally committed to O'Malley's plan for the Red Line.

The Board of Trade, which supported Ehrlich in his 2002 and 2006 runs for governor, cited the Purple Line last week when it threw its endorsement to O'Malley. The GBC does not endorse candidates, but has expressed misgivings about Ehrlich's stance on the Red Line.

In the past, both men have shown a willingness to raise revenues for transportation — O'Malley through taxation in 2007, and Ehrlich in the form of fees in 2004.

In the 2007 special General Assembly session called to deal with budget issues, O'Malley raised about $400 million a year for transportation by raising the titling tax and by increasing the sales tax and devoting a part of the proceeds to the Transportation Trust Fund. The fund, which collects roughly $2.7 billion in state funds each year to pay for transportation infrastructure, has been under severe pressure in recent years to keep up with growing demand for maintenance and expansion.

Ehrlich has vowed to roll back the sales tax increase from 6 percent to 5 percent, though he indicated he would continue to dedicate a percentage to transportation. He estimated that the rollback would cost the Transportation Trust Fund no more than $48 million each year — a number he called "manageable." He said he has no plans to cut the titling tax, which is, in effect, a sales tax on cars.

The two governors' priorities — expressed in hard dollars — also have differed significantly. O'Malley has brought about a clear shift in projected capital spending away from highways and in favor of transit projects.

In Ehrlich's last transportation plan as governor, the state projected capital spending of roughly 28 cents on the Maryland Transit Administration — which administers buses, light rail, the Baltimore Metro and MARC — for every dollar spent on highways in fiscal 2008. O'Malley's plan for 2012 calls for spending 50 cents on the MTA for every dollar on the highways.

In four years under O'Malley the percentage of capital transportation funding directed to highways has declined from 54 percent to 48 percent. Meanwhile the combined total for the MTA and Washington Metro system has grown from 28 percent to 35 percent.

O'Malley said the shift is consistent with the platform he campaigned on in 2006. He added that as two major road projects — the Intercounty Connector and the express tolls lanes on Interstate 95 northeast of Baltimore — wind down, and if the proposed light rail lines move forward as expected later this decade, the shift could become more pronounced.

"We can't build enough roads to ease the congestion that's coming," he said. "We have to find other options."

Ehrlich said O'Malley's spending on transit is "out of balance'" because the governor has wasted millions of dollars on planning light rail systems that he said "can't be built without massive tax increases."

"My administration would restore the balance between working on transit and highways by setting realistic priorities," he said.

O'Malley has also held the line on bus and rail fares at a time when transit agencies across the country have been charging more for their services. He said he hopes to keep fares stable for another four years in the hope of attracting more riders, with the goal of doubling ridership.

Ehrlich didn't criticize O'Malley's fare freeze but said there is a trade-off between stable fares and service quality.

"Once in office we will have to look for the right balance between improving transit services and maintaining transit fares," he said. The former governor rejected a proposal by some General Assembly Republicans to adopt a cost-recovery formula that could force a roughly 50 percent increase in fares.

During his four-year term, Ehrlich put the weight of his office solidly behind highways. His No. 1 priority, which he successfully steered to federal approval after a half-century of starts and stops, was the $2.5 billion Intercounty Connector, a toll highway that will run from Gaithersburg to Laurel.

O'Malley has continued work on the ICC and the other mega-project launched under Ehrlich — the $994 million widening of I-95 between Baltimore and White Marsh — but scaled the latter project back and delayed completion to shift Maryland Transportation Authority funds into the maintenance of existing facilities.

Ehrlich called the changes to the project — eliminating interchanges to Route 43 and the Beltway — "a real shame."



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The Republican has also faulted O'Malley for diverting the highway user funds, which the state usually provides to local governments each year for road projects, in order to help close budget shortfalls in fiscal 2010 and 2011

As a former mayor who depended on such funds, O'Malley said, he "hated" to make that cut.

"I went to it reluctantly and went to it only as the other options were exhausted," he said. "I hope it can be one of the first things we can restore as revenues can come back."

But the governor refused to commit a specific amount to local aid, saying he doesn't have a "crystal ball" on revenue collections.

Ehrlich has promised to restore one-quarter of that money in his first year in office — suggesting he would use $80 million O'Malley wants to direct toward engineering on the Red and Purple lines.

The rivals have also clashed over the future of the state's MARC commuter train system. After a Penn Line train was stranded on the tracks outside Washington for two hours in the stifling heat in June, Ehrlich attacked O'Malley's stewardship of MARC, again suggesting that Red and Purple line money could be redirected into improvements.

O'Malley countered that a deficit in MARC investments during Ehrlich's administration had hurt the system. The governor said his administration had doubled capital spending on MARC — investing in 13 new railcars and 26 new locomotives — even at a time when the transportation budget was under stress. In fact, Maryland Transportation Department figures show an increase from $102 million in Ehrlich's last budget to $195 million in 2010.

"The Hell Train incident allowed Bob Ehrlich to discover the MARC train," O'Malley said.

Ehrlich responded that his administration was quicker to react to MARC problems and "did not experience the horrific occurrences of the O'Malley administration."

Even more than MARC, it is the Red Line and Purple Line that divide the two candidates. Ehrlich contends that Maryland can't afford to build two new light rail lines; O'Malley says the state can't afford not to.

O'Malley chose light rail as the preferred mode on the two lines in 2009 after a long period of public hearings and consensus-building. The current plans for both lines have drawn the support of a strong majority of local elected officials; hearings showed little demand for bus rapid transit — a system that would separate the vehicles from other traffic for significant stretches of their route.

The governor remains vague on the question of how Maryland would pay its presumed 50 percent cost of building any new transit line the federal government might approve — noting that the Congress could alter that formula when it takes up a new transportation spending bill. He mentioned the possibility of a public-private partnership, though there isn't much precedent for such deals in the heavily subsidized world of mass transit.

Nevertheless, he expresses confidence that a way can be found.

"We have completed important transportation projects before in our past, and we are still a great state and can still do these things," he said.

Ehrlich said O'Malley's mode selection process was "biased in favor of high-cost, neighborhood-killing light rail." In the case of the Red Line, he said, the O'Malley plan is a "boondoggle driven by a handful of developers" that would actually harm east-west mobility. Ehrlich said he would "restart the process" and work toward a consensus among the "realistic alternatives."

One issue on which the two candidates' public statements are not far apart is the gasoline tax. Despite continued pressure from the GBC, the Board of Trade and some General Assembly Democrats, neither says he is prepared to raise the 23.5-cent-a-gallon levy, which has remained unchanged since the early 1990s.

Ehrlich has all but ruled out any increase during the next four years.

"We faced that issue in my first term, and I concluded the gas tax should not be increased," said. "I haven't changed my mind."

O'Malley said he continues to support a proposal — rejected by the legislature in 2007 — to index the current gasoline tax to inflation. Such a move could shield the state from revenue losses if the price of gasoline spikes as it did in 2008, cutting into travel miles.

But the governor said he's not planning to propose any increase in the basic rate.



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"The broader public doesn't share the GBC or Board of Trade's view," he said.

michael.dresser@baltsun.com



Transportation Issues



Red/Purple lines: O'Malley proposes light rail lines in both Baltimore and the Washington suburbs. Ehrlich says he'd scrap them but would consider rapid bus service.

Transportation Trust Fund: Ehrlich wants a sales tax rollback that could cost the fund up to $48 million a year. O'Malley opposes that idea.

Local highway funds: Ehrlich promises to restore at least one-quarter of the more than $300 million O'Malley diverted to balance the budget. O'Malley says he wants to restore that as soon as possible, but won't pledge a specific figure.

MARC: Ehrlich faults O'Malley's handling of MARC and suggests he would spend more on it. O'Malley points out he's nearly doubled MARC funds since taking office.

Gas tax: O'Malley sees no need for an increased rate but likes the idea indexing it to inflation. Ehrlich rejects any increase.

[Dan78]

Wow, let's hope anti-rail nut Ehrlich loses big time. He was an unpopular governor before.

[Mirage52]

I am a one-issue voter and for me it's the light rail. I want it. So you know how I will be voting.

[geoking66]

Does anyone know why Metro has never been converted to a zone-based fare system instead of just distance? The biggest reason is the obvious lack of unlimited zone passes, similar to Travelcards in London. I made a small diagram that divided the system into six zones ($1.95-$4.95 regular fare in $.40 increments) based on the distance from Metro Center for the Red, Blue, and Orange Lines and Gallery Place for the Green and Yellow Lines and it seems like it could work.

[Svartmetall]

Originally Posted by geoking66

Does anyone know why Metro has never been converted to a zone-based fare system instead of just distance? The biggest reason is the obvious lack of unlimited zone passes, similar to Travelcards in London. I made a small diagram that divided the system into six zones ($1.95-$4.95 regular fare in $.40 increments) based on the distance from Metro Center for the Red, Blue, and Orange Lines and Gallery Place for the Green and Yellow Lines and it seems like it could work.

Distance-based fares work well with RFID cards in Japan in all major cities there. Using the SUICA card in Tokyo or the ICOCA card in Osaka was fine for me. You can still get commuter passes for these distances too.

[Mirage52]

Originally Posted by Nexis

It would be interesting if this ever came true , although i do believe the bulk of it will.

I wonder why they don't have the yellow light rail line connecting to the Greenbelt station? It's closer, and since the yellow line already stops at BWI, it could replace the B30 bus service that runs from BWI and Greenbelt.

And as far as the WMATA and MTA ever combining, the new Charm Card which works like the SmarTrip card in DC, is operated by WMATA. It works on both cities systems and vice versa. Since I already have a SmarTrip card, I don't need a Charm Card.

Baby steps, I guess.

[Mirage52]

Here's a cool regional transit map for Baltimore.

http://www.btco.net/Maps/BALTREGIONALSCHEM.pdf

[Mirage52]

So O'Malley won. This is good news for the Red Line in Baltimore and the Purple Line in suburban DC. Hopefully the ball will get rolling soon!

[Nexis]

image hosted on flickr

Proposed map of a Washington-Baltimore regional rail system by rllayman, on Flickr

I think the Severn line , should extension of the Baltimore Light Rail system in the format of a Tram train and the Bowie line should be a BRT.

[Liam0711]

By Ann Marimow - Washington Post - 2 February 2011

For the third time in as many days, Gov. Martin O'Malley used his proximity to Washington and new position as chairman of the Democratic Governors Association to take his message to a national stage.

Speaking to House Democratic leaders on Capitol Hill on Wednesday, O'Malley pressed the importance of investing in public schools, job creation and infrastructure. Even in tough economic times, O'Malley said he was moving ahead, for instance, with plans to seek highly competitive federal money to build a light-rail Purple Line between Bethesda and New Carrollton and a light-rail Red Line in Baltimore.

"Some people argue we can't afford both the Red and Purple lines. If we don't, O'Malley said, "We're not going to be ready and we're going to be left behind."

Maryland's governor was invited to speak to the Democratic Steering and Policy Committee by House Minority Leader Nancy Pelosi (D-Calif.), a Baltimore native who also had O'Malley as her guest at the State of the Union address last week.

O'Malley received a warm reception from fellow Democrats -- including Maryland's Donna F. Edwards and C.A. Dutch Ruppersberger -- who noted the governor's double-digit reelection victory in November. He spent about 40 minutes answering what Ruppersberger joked were some "softball" questions and touted the expansion of tax credits for biotech companies and hiring credits to encourage job creation.

O'Malley's testimony closely followed -- sometimes line-for-line -- his remarks Tuesday at the National Press Club during an event hosted by Governing Magazine. That message also appeared in an op-ed O'Malley penned in Politico on Wednesday. The governor said his State of the State speech Thursday would sound similar themes about the need to make "tough choices" on issues such as the state's pension system.

O'Malley's appearance on Capitol Hill capped off three days of visits to Washington. On Monday, the governor met privately with Senate Majority Leader Harry M. Reid (D-Nev.) to discuss how Democratic governors can do more to work with Democrats on the Hill to help push their message and President Obama's agenda.

[Liam0711]

LaHood says high-speed train plan won't be derailed

O'Malley among governors seeking funds, secretary says

February 09, 2011|By Michael Dresser, The Baltimore Sun

WASHINGTON — — At a time when several newly elected Republican governors are turning their backs on President Barack Obama's ambitious plans to build a high-speed rail system, Transportation Secretary Ray LaHood said the administration would press forward in a patchwork fashion if necessary — drawing on the support of other chief executives such as Gov. Martin O'Malley.

During a wide-ranging briefing Wednesday, Obama's transportation chief said he had spoken to O'Malley this week about the prospects for further federal spending on several big-ticket projects in Maryland, including the century-old Amtrak tunnel in Baltimore that is an impediment to high-speed rail operations in the Northeast Corridor.

"There's a high level of interest from him in high-speed rail," LaHood said.

Erin Henson, a spokeswoman for the Maryland Department of Transportation, confirmed that O'Malley had talked with LaHood and urged continued funding for the replacement of the Amtrak tunnel as well as a proposed rail-truck freight facility serving the port of Baltimore and two transit projects — the proposed east-west light rail Red Line in the city and the Purple Line in suburban Washington.

The secretary's briefing came a day after Vice President Joe Biden outlined the Obama administration's plan to spend $53 billion over six years to push forward with a 25-year vision of connecting 80 percent of the nation's population with high-speed rail networks.

The Democratic administration made the announcement in the face of increasing opposition to Obama's rail plans in the wake of Republican gains in statehouses and in Congress in the November elections. Since the election, new GOP governors in Wisconsin and Ohio have refused federal funding of proposed rail projects in their states.

In some cases, the withdrawal of one state's support has affected its neighbors' plans. For instance, Wisconsin's new governor has dropped the state's support for the middle link of a proposed high-speed rail line between Minneapolis-St. Paul and Chicago despite continuing support from Democratic governors in Minnesota and Illinois.

On Wednesday, LaHood said that doesn't necessarily mean that Minnesota and others in a similar position are out of luck. He said he expects a high-speed rail system will eventually be built in a manner that might at first look piecemeal, much as the Interstate Highway System was built. The former Illinois congressman, a Republican, said an early leg was criticized initially because it did little more than connect Peoria and Bloomington. The leg was later linked to Chicago and the rest of the nation, he said.

One of the prime candidates for high-speed rail development under the Obama plan has been the Northeast Corridor between Boston and Washington. The Obama administration has allocated large sums for corridor-related projects, such as planning an Amtrak project in Baltimore, but has been criticized by some Republicans who contend that the Amtrak line has been given short shrift as the Transportation Department has promoted new passenger rail projects in other regions.

LaHood denied that the administration was ignoring the Northeast Corridor and proclaimed support for Amtrak that was all but absent under President George W. Bush.

"We have a tremendous partnership with Amtrak. On my watch we have never turned a blind eye toward Amtrak," LaHood said.

But LaHood said that when governors such as Wisconsin's Scott Walker and Ohio's John R. Kasich have refused federal funds, the money has been redirected into such states as California, Florida and Illinois rather than the Northeast Corridor.

Amtrak, which owns most of the Northeast Corridor's rail infrastructure, faces a potentially enormous investment in order to enable its trains to run at the speeds for which they are designed if the tracks were in better repair. One of the slowest spots is the B&P Tunnel south of Baltimore's Pennsylvania Station, which Maryland wants to replace. The state received $60 million in stimulus money to plan the project, and Henson said the governor was lobbying LaHood for further support.

LaHood touted changes the Obama administration has made to streamline the Federal Transit Administration's New Starts process — to which Maryland is looking for 50 percent financing of three projects — the proposed Red and Purple lines and another transit line in northern Montgomery County.

"It doesn't take the 12 years anymore," LaHood said. "We can get a new start going pretty quickly."

LaHood urged Congress to pass a new, six-year federal transportation spending authorization bill but sidestepped the thorny issue of how to pay for it.

The secretary reaffirmed Obama's opposition to an increase in the federal gas tax, but turned aside questions about alternatives the administration would support.

"We're going to work with Congress to find the revenue," he said.

michael.dresser@baltsun.com

[geoking66]

MARC needs to be electrified, especially the Brunswick Line to at least Germantown so as to be able to run with faster trains at lower headways. If anything, that'll relieve pressure on the Red Line by creating essentially an express service that connects Rockville with Silver Spring and a faster trip to Union Station.

[TheKorean]

If MARC extends all the way to Hagerstown wouldnt it be over 100 miles from DC? Far unreasonable distance for daily commute no matter how fast the train is, unless its a HSR train which is even stupid to suggest.

[diablo234]

MARC already operates a train to Martinsburg, WV so it's not that unreasonable, plus alot of people live in Western Maryland/West Virginia and commute in because of the high cost of housing in that area.

It's not more different than say the Metro North line to New Haven, CT.

[Nexis]

Originally Posted by TheKorean

If MARC extends all the way to Hagerstown wouldnt it be over 100 miles from DC? Far unreasonable distance for daily commute no matter how fast the train is, unless its a HSR train which is even stupid to suggest.

The Port Jervis , Harlem and Hudson lines are 93-96 miles long and used by 120,000 daily....people will commute far if its cheap , semi fast and comfortable and if there are cheaper areas to live.

[Svartmetall]

Originally Posted by TheKorean

If MARC extends all the way to Hagerstown wouldnt it be over 100 miles from DC? Far unreasonable distance for daily commute no matter how fast the train is, unless its a HSR train which is even stupid to suggest.

People in the UK commute from all over the country to London on a daily basis to avoid living there.

My old town, Northampton, has a very busy rail service to London and it is absolutely packed during peak period (despite the peak period surcharge on the railway). Even further afield, people commute from Birmingham quite happily to London too. If a service is convenient enough then people will use it.

[BoulderGrad]

Originally Posted by TheKorean

If MARC extends all the way to Hagerstown wouldnt it be over 100 miles from DC? Far unreasonable distance for daily commute no matter how fast the train is, unless its a HSR train which is even stupid to suggest.

And to throw the little cherry on top: Hagerstown is ~70 miles, not over 100

[Nexis]

[manrush]

The difference between the 'European' and 'American' Van Hools is quite significant.

[TheKorean]

Originally Posted by BoulderGrad

And to throw the little cherry on top: Hagerstown is ~70 miles, not over 100

From where? Martinsburg? Which is 90 miles from Union Station.

Originally Posted by Nexis

The Port Jervis , Harlem and Hudson lines are 93-96 miles long and used by 120,000 daily....people will commute far if its cheap , semi fast and comfortable and if there are cheaper areas to live.

Harlem line and Hudson lines in reality isnt more than 30, 40 miles. A lot of trains terminate at last stop before the electrification ends. The ridership north of the electrification is limited.