Tuesday, August 12, 2014
By Martin DiCaro : WAMU
Montgomery County (MD) politicians and transit advocates showed off what they hope will be a solution to the region's traffic congestion at the county agricultural fairgrounds on Monday: a bus.
Wednesday, September 25, 2013
By Martin DiCaro : WAMU
ROCKVILLE, Md. —
The official kickoff to Montgomery County's BRT discussion was punctuated by worry and hope -- and was underscored by the sense that the densely populated county is at the transportation crossroads.
Thursday, July 25, 2013
AC Transit—the large bus agency that serves much of San Francisco's East Bay—experienced a jump in ridership this year. Better on-time reliability and more efficient repairs lured in the passengers, according to the agency.
Wednesday, July 24, 2013
New York City's transit authority has introduced five Select Bus Service routes in recent years and proposed more than 20 others, but that's not enough for some supporters of faster buses who want to use legislation to speed the city's adoption of Bus Rapid Transit.
Monday, April 22, 2013
By Jim O'Grady
The NY MTA is deciding all the time how to spend the discretionary part of its budget. But rarely is that budget unexpectedly enriched by an extra $40 million, which occurred last month when Albany bestowed that much more than requested in state funds. Now the debate begins on how to spend it.
Friday, April 12, 2013
By Jim O'Grady
(New York, NY - WNYC) —
Now that the NY MTA has a new chairman in Tom Prendergast, and Local Transport Workers Union 100 has a recently re-elected president in John Samuelsen, the two sides can now sit down hammer out a contract.
Thursday, April 11, 2013
By Jim O'Grady
(New York, NY - WNYC) —
New York City Council speaker Christine Quinn gave voters their first detailed glimpse into what her transportation agenda would be if she's elected Mayor. It's like Bloomberg's -- but without the big, bold visions.
Friday, April 05, 2013
By Martin DiCaro : WAMU
Nearly five months after opening, the operators of the 495 Express Lanes are struggling to attract motorists to their congestion-free toll road in a region mired in some of the worst traffic congestion in the country.
Transurban, the construction conglomerate that put up $1.5 billion to build the 14-mile, EZ Pass-only corridor on the Beltway between the I-95 interchange and Dulles Toll Road, will let motorists use the highway free this weekend in a bid to win more converts.
“It takes a lot of time for drivers in the area to adapt to new driving behaviors. A lot of us are kind of stuck on autopilot on our commutes. That trend might continue for a while, too,” said Transurban spokesman Michael McGurk.
Light use of HOT lanes raises questions
McGurk says some drivers are confused about the new highway’s many entry and exit points. Opening the Express Lanes for free rides this weekend will let motorists familiarize themselves with the road, he said.
After opening in mid-November, the 495 Express Lanes lost money during its first six weeks in business. Operating costs exceeded toll revenues, but Transurban was not expecting to turn an immediate profit. In the long term, however, company officials have conceded they are not guaranteed to make money on their investment. Transurban’s next quarterly report is due at the end of April.
To opponents of the project, five months of relatively light traffic on Virginia’s new $2 billion road is enough to draw judgments. Vehicle miles traveled (VMT) has not recovered since the recession knocked millions out of work and more commuters are seeking alternatives to the automobile, according to Stewart Schwartz, the executive director of the Coalition for Smarter Growth.
“They miscalculated peoples' time value of money. They overestimated the potential demand for this road,” said Schwartz, who said the light use of the 495 Express Lanes should serve as a warning.
“We should not have rushed into signing a deal for hot lanes for the 95 corridor, and we certainly shouldn’t rush into any deal on I-66,” he said.
Transurban is counseling patience.
“We’re still in a ramp-up period. You’ve probably heard us say that since the beginning, too, but with a facility like this it’s a minimum six months to two years until the region falls into a regular pattern on how they’re going to use this facility,” McGurk said.
In its first six weeks of operations toll revenues climbed on the 495 Express Lanes from daily averages of $12,000 in the first week to $24,000 in the week prior to Christmas. Traffic in the same period increased from an average of 15,000 daily trips to 24,000, according to company records. Despite the increases, operating expenses still outstripped revenues.
It is possible that traffic is not bad enough outside of the morning and afternoon rush hours to push motorists over to the EZ Pass lanes on 495.
“It may also show that it takes only a minor intervention to remove enough cars from the main lanes to let them flow better,” said Schwartz, who said the 14-mile corridor is simply pushing the bottleneck further up the road.
Even Transurban’s McGurk says many customers who have been surveyed complain that once they reach the Express Lanes’ northern terminus at Rt. 267 (Dulles Toll Road), the same terrible traffic awaits them approaching the American Legion Bridge.
Express Lanes a litmus test for larger issues
The success or failure of the 495 Express Lanes will raise one of the region’s most pressing questions as it looks to a future of job and population growth: how best to move people and goods efficiently. Skeptics of highway expansions, even new facilities that charge tolls as a form of congestion pricing, say expanding transit is cheaper and more effective.
“An approach that gives people more options and reduces driving demand through transit and transit-oriented development may be the better long-term solution. But we’ve never had these DOTs give us a fair comparison between a transit-oriented investment future for our region and one where they create this massive network of HOT lanes,” said Schartz, who said a 2010 study by the Metropolitan Washington Council of Governments pegged the cost of a tolled network of 1,650-lane miles of regional highways at $50 billion.
Transportation experts say a form of congestion pricing, either tolled lanes or a vehicle miles traveled tax, may be part of a regional solution to congestion. The public, however, needs to be explained why.
“As long as the majority of system remains non-tolled and congested then you are not going to solve the problem,” said Joshua Schank, the president of the Eno Center for Transportation, a D.C.-based think tank.
“Highways in this region are drastically underpriced. People are not paying enough to maintain them and they certainly are not paying enough to pay for the cost of congestion. The American people have been sold a bill of goods because they have been told that roads are free. Roads cost money,” he added.
The 495 Express Lanes are dynamically-priced, meaning the tolls increase with demand for the lanes. The average toll per trip in the highway’s first six weeks of operations was $1.07, according to Transurban records. As motorists enter the lanes they see signs displaying how much it will cost to travel to certain exits, but no travel time estimates are displayed. “It is important to be very clear to drivers about the benefit of taking those new lanes, and I am not sure that has happened so far,” said Schank, who said it is too early to conclude if the Express Lanes are working as designed.
“It’s hard to know if it works by looking whether the lanes are making money. I don’t know if that is the right metric. It’s the right metric for Transurban, but it’s not necessarily the right metric from a public sector perspective,” he said. “The real metric is to what extent does it improve economic development and regional accessibility, and that’s a much harder analysis that takes some real research and time.”
Wednesday, April 03, 2013
By Martin DiCaro : WAMU
Maryland's Montgomery County Council approved an additional $7 million to pay for construction work already completed at Silver Spring Transit Center, which is already two years behind schedule and about $80 million over budget.
The $7 million approved by county lawmakers has nothing to do with major design and construction problems detailed in a county report released two weeks ago.When it comes to who will pay to repair those problems, county officials say it will likely be determined in litigation with the project’s contractors.
“We will move expeditiously to make sure that we make the necessary repairs and that the taxpayers of Montgomery County will not have to pay for the flaws of the contractor,” says County Executive Ike Leggett, who has threatened to cancel the county’s contract with Foulger Pratt and other contractors and sue to recover any funds paid to fix the transit center’s construction issues, like inadequately thick concrete.
“Whatever we spend we will get back because we are going to pursue to the ultimate degree of the law and the legal process to make sure the county is reimbursed for anything we may have to put out in advance,” says Leggett.
Council President Nancy Navarro echoed Leggett’s vow to go to court, if necessary, to protect taxpayers but left open the possibility the county is also responsible for the mess at the transit center.
“I have not said at any moment that the county could not have some responsibility in this. It is possible,” says Navarro, who says the transit center could open to the public while any litigation proceeds.
No lawsuits have been filed yet.
Contractor Foulger Pratt has said the county’s design plan was flawed from the start. Company executive Bryant Foulger has said any safety issues concerning concrete and reinforcing steel bars are the county’s responsibility.
Tuesday, April 02, 2013
(Derek Wang - Seattle, KUOW) King County Metro could eliminate of almost a third of its routes.
Ongoing budget woes are forcing the Seattle transit provider to consider slashing its bus service. Metro is grappling with less sales tax revenue and it’s anticipating the end of a temporary funding source.
On Monday, the agency released a first draft of possible reductions, which could include canceling 65 routes and reducing service on 86 others.
Metro General Manager Kevin Desmond predicted an unpleasant ride. “Those routes are going to be more crowded,” he said. “You may not be on a route now that may be targeted for reduction, but more people may be needing to access your route and therefore that route is going to become more crowded.”
Another thing that could become more crowded: the street. Metro says fewer people would take the bus if the cuts go into effect. The agency predicts that could lead to as many as 30,000 additional cars on the road every day.
Metro says it will continue to look for ways to reduce costs. Desmond adds that Metro has raised fares already--four times since 2000.
The cuts are far from certain. King County Executive Dow Constantine and Seattle Mayor Mike McGinn have asked state lawmakers to come up with new funding sources for Metro. Those sources could be part of a gas tax increase, or a new vehicle tax that would be based on the value of a driver's car.
Monday, April 01, 2013
(Derek Wang, Seattle, Wash. -- KUOW -- Audio) It’s 3:00 p.m. on a recent workday in Seattle and Buddy Yates sets off on the first leg of his long commute home. He and his guide dog, Palmer, step through the fast-food containers that litter the street on the way to Rainier Avenue South where he will catch his first bus.
“No sniff, no sniff,” says Yates, pulling back repeatedly on his dog’s harness. Even for a guide dog, those containers are hard to resist. It’s only one of the many hurdles Yates, 61, will face over the next two hours.
Five buses and three trains. Every day. That’s the basic commute he’s done for nearly a decade to get to his job at The Lighthouse for the Blind Inc., where he makes canteens and other equipment for the military. He likes to get there by 6:30 a.m. so he has time to settle in and take care of Palmer before his shift begins. To do that, he has to leave his Tacoma, Wash. home at 3:00 a.m.
Like thousands of other residents of Pierce and King counties, Yates depends on a transit system that’s been turned sideways by the recession. More changes are on the way. As Pierce Transit prepares for its third round of reductions since 2009 and as King County Metro Transit warns of cutbacks next year, Yates is worried that he and his wife may have fewer transportation options. That could affect everything from where they work to where they live. Yates says he wishes he could work closer to home but he hasn’t been able to find a job. “A lot of places won’t hire blind people,” he says. “They think we’re too stupid because we can’t see.”
Fallout From The Recession
Pierce Transit has been slammed by the recession. Most of the agency's operating revenue — 71 percent — comes from sales tax. Since 2007, sales tax revenue for Pierce Transit has plummeted by about 25 percent. To cope with the shortfall the agency has raised fares, delayed capital improvements and laid off workers, cutting about a third of its managers. The agency has asked voters to raise the local sales tax, but the ballot measures have failed twice. Pierce Transit made service cuts in 2009 and 2011, and plans to do so again on September 29. After this next round of reductions, Pierce Transit will have cut about half of the service that it offered before the recession.
The cuts will affect a ridership that's already disadvantaged. About 56 percent of Pierce Transit riders make $20,000 a year or less. Agency spokesman Justin Leighton said they’ve heard complaints from riders who say they’ve lost work because of the cuts. “That’s a challenge for our workforce,” he said, “especially for those who work in the restaurant industry or in retail, who often work evening or weekend hours. It’s a struggle for them and we recognize that.”
The Commute As Community
For Yates, the commute is a big part of his social life. As he waits for the train at the Sounder commuter platform a man in Carhartt pants and a bright orange vest approaches. Before the man says anything, Yates calls out, "Hey Matt," and they make small talk. On the train, as people familiar to Yates board, he says hello to them before they even sit down. Yates can identify them from the sounds of their footsteps. “It’s like fingerprints,” he says. “Everyone sounds different.” Over time, he has cultivated a core group of friends on the buses and trains. For Yates the camaraderie is the best part of his daily journey. “We have our own little community,” he says. “We talk about pregnancy, politics, God, sex, everything.”
Sometimes there are headaches. Yates doesn’t like taking the Sound Transit express bus. Unlike the commuter train, the express bus does not have a lot of space if you’re traveling with a fully grown Labrador guide dog. Yates usually sits in the disabled seat and puts Palmer on the chair next to him so the dog won’t block the aisle. But’s that’s led to a few confrontations from passengers who want Palmer’s seat. “I had some guy, 6-foot-5, he pushed his way in; pushed me. He wanted to spread out,” he says. “I said, ‘Well I’m getting off at the next stop,’ because he’s bigger than I am; he was being a jerk.”
More Transit Cuts
Dealing with difficult passengers isn’t nearly as much of a concern, though, as looming cuts by King County Metro. The nation’s tenth-largest bus agency is slightly less dependent on sales taxes than Pierce Transit, but it still receives the majority of its budget from the sales tax; about 54 percent this year. Metro has also maxed out its credit card; it has reached the state-imposed limit on how much sales tax it can collect and needs other options. It has additional funding tools; namely, a $20 vehicle license fee. But that authority expires next year, and Metro is also bracing for a drop in funding from the Washington State Department of Transportation’s viaduct replacement project.
Other transit agencies are also feeling the pinch. Community Transit in Snohomish County has already made cuts. Since 2010, it has cut about 37 percent of its service, including completely stopping the buses on Sundays. Sound Transit has had to scale back its expansion plans that voters approved in 2008 and will not be able to deliver everything it promised. Clallam Transit might also make cuts; General Manager Terry Weed said they’ve asked the federal government for increased assistance. If that doesn’t pan out, they’ll have to reduce service or ask voters to raise sales taxes.
Local officials around the state are asking the Legislature for new funding options. They’re requesting a share of the proposed gas tax increase and a new motor vehicle excise tax, which is based on the value of your car. But it's unclear if lawmakers will take up the request. Both ideas are unpopular with voters, according to a recent Elway Poll.
The End Of The Journey
Two hours after he first left Seattle, Yates and Palmer finally reach home. Yates gets his mail, greets his wife and changes clothes. Palmer hurries over to his water bowl; Yates’ wife gives the dog a few carrots as a pre-dinner snack.
Sitting back in his living room, Yates reflects on why voters rejected the sales tax increase that would have prevented the upcoming bus cuts. He says voters probably didn’t think about the consequences. “Who’s going to take your elderly mother and father to the doctor? Who’s going to take your elderly mother and father to the grocery store?” He says, "They’re going to have to come up with another tax to support them that’s probably going to be worse.”
Friday, March 29, 2013
By Jim O'Grady
(New York, NY - WNYC) The federal government is making available the balance of $2 billion promised to transit agencies hit hard by Sandy. U.S. Transportation Secretary Ray LaHood told transit managers, mostly in New York and New Jersey, that if they've got invoices for Sandy reconstruction and repairs, he's got $1.2 billion in reimbursements to dole out.
That's $545 million less than the amount available before cuts forced by sequestration.
Most of the funding will go to the New York Metropolitan Transportation Authority, which runs buses, trains and subways in and around the city; the PATH train, which connects northern New Jersey to Manhattan; New Jersey Transit, which runs trains and bus in that state; and the NYC Department of Transportation, which oversees roads and bridges.
Here's the full text of LaHood's announcement:
U.S. Transportation Secretary LaHood Announces $1.42 Billion to Help Transit Agencies Recover From Hurricane Sandy
FTA meets deadline to get first $2 billion in aid to storm’s hardest-hit communities
WASHINGTON – U.S. Transportation Secretary Ray LaHood today announced a third round of Federal Transit Administration (FTA) storm-related reimbursements through the FY 2013 Disaster Relief Appropriations Act. The majority of the $1.4 billion announced today goes to the four transit agencies that incurred the greatest expenses while preparing for and recovering from Hurricane Sandy—the New York Metropolitan Transportation Authority (MTA), the Port Authority Trans-Hudson Corp. (PATH), New Jersey Transit (NJT), and the New York City Department of Transportation (NYC DOT). The remainder will be allocated to other transit agencies that incurred eligible storm-related expenses but have not yet received funds.
“Shortly after Hurricane Sandy made landfall, President Obama and I promised that we would do everything in our power to bring relief to the hardest-hit communities, and that is exactly what we have done,” said Secretary LaHood. “In less than two months’ time, we met our commitment to provide $2 billion to more than a dozen transit agencies that suffered serious storm damage, and laid the groundwork to continue helping them rebuild stronger than before.”
A total of $10.9 billion was appropriated for the disaster relief effort, which is administered through FTA’s Emergency Relief Program. (This amount was reduced by 5 percent, or $545 million, because of the mandatory sequestration budget cut that took effect on March 1.) Earlier this month, FTA allocated nearly $554 million of the first $2 billion in aid to reimburse certain transit providers in New York, New Jersey, Pennsylvania and Connecticut. With today’s allocation, FTA has now met the 60-day Congressional deadline to get the initial funds out the door in order to reimburse hard-hit transit agencies for expenses incurred while preparing for and recovering from the storm.
“Considering that over a third of America's transit riders use the systems most heavily damaged by Hurricane Sandy, it is imperative that we continue this rapid progress to restore these systems in the tri-state region,” said FTA Administrator Peter Rogoff.
The remainder of the $10.9 billion will be utilized for ongoing recovery efforts as well as to help agencies become more resilient in the face of future storms and disasters. The FTA has published an Interim Final Rule in the Federal Register this week for FTA’s Emergency Relief Program outlining general requirements that apply to all the funds allocated related to Sandy and future grants awarded under this program.
A summary of how the funds announced today are to be allocated is described below. A more detailed breakdown, and information on eligibility requirements, appears in the Federal Register:
$1.4 billion in disaster relief aid primarily to assist the transit agencies that incurred the greatest storm-related expenditures: the New York MTA, the PATH, New Jersey Transit (NJT), and the NYC DOT. These funds are made available on a pro-rated basis, based on damage and cost assessments FTA has made with the Federal Emergency Management Agency (FEMA) and the transit agencies themselves.
A separate $21.9 million allocation to reimburse the NYC DOT as part of a consolidated request with other entities for various activities prior, during, and after the storm to protect the Staten Island Ferry, its equipment, and personnel, the East River Ferry service, and Governors Island, including the public island’s Battery Maritime Building ferry waiting room. Emergency measures included moving transit equipment to higher ground, operating ferry vessels at berths to prevent damage; debris removal; reestablishing public transportation service; protecting, preparing and securing Ferry Terminals at St. George and Whitehall, facilities and offices to address potential flooding; staffing and operating ferryboats at berths to prevent damage; and performing shelter-in-place operations for worker protection during the storm.
$422,895 to reimburse four additional transit agencies for expenses incurred preparing for and recovering from the storm. These are the Greater Bridgeport Transit District ($21,783); the Massachusetts Bay Transportation Authority ($344,311); the Rhode Island Public Transit Authority ($1,179) and the Connecticut Department of Transportation, which is receiving $55,622 just for CTTransit bus-related expenses, as FTA previously allocated $2.8 million to MTA for Metro-North rail service serving southwestern Connecticut.
A table listing total allocations for funding recipients to date and a summary of their reimbursable expenditures is available here.
Thursday, March 28, 2013
The U.S. Department of Transportation has again formally ordered Fung Wah Bus company, one of the most well known "Chinatown bus companies" credited with helping to pioneer the now popular business model of picking up passengers outside of bus terminals and charging very low fares.
The Federal Motor Carrier Safety Administration ordered Fung Wah bus to halt operations between Boston and New York in late February after Massachusetts inspectors found cracks in the frames of many of the company's buses. Within days that order was escalated to a total shut down of the company.
Longtime riders bemoaned the loss of the discount bus they'd come to love and fear all at once. One even composed a music video tribute for the New Yorker.
Today's action from the U.S. DOT rescinds the previous shut down order and replaces it with another one that is more permanent. The original order was because the company would not cooperate with the investigations into poorly maintained fleet.
This shut down order cites "the absence of an effective systematic maintenance program," "fraudulent or intentionally false entries on inspection" and maintenance records, failing to monitor drivers to make sure they aren't on the road too long, not testing drivers for drugs or alcohol.
"Individually and cumulatively, these violations and conditions of operation substantially increase the likelihood of serious injury or death to Fung Wah Bus tarnsportation Inc. drivers, passengers and the motoring public," the order states.
The FMSCA investigation found that Fung Wah didn't just have a bad maintenance program, it had no maintenance program at all. "Indeed, to the extent that Fung Wah maintains vehicle inspection records and reports, these records and reports cannot be relied upon with any certainty because they purport to show that vehicles were inspected on dates for which the mechanic whose signature appears on those reports was not actually working."
If Fung Wah addresses all of that, the FMSCA could rescind the shut down order. But considering the "blatant disregard" for safety rules, it seems like a stretch to assume that will happen soon.
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Tuesday, March 26, 2013
By Martin DiCaro : WAMU
(Washington, D.C. -- WAMU) While the District of Columbia grapples with proposed changes to its parking and zoning policies, last updated in 1958, nearby Arlington County, Virginia seems to have triumphed in its effort to minimize traffic congestion. Commuters are shifting from cars to transit and bikes.
What's more, traffic volume has decreased on several major arterial roads in the county over the last two decades despite significant job and population growth, according to data compiled by researchers at Mobility Lab, a project of Arlington County Commuter Services.
Multifaceted effort to curb car-dependence
Researchers and transportation officials credit three initiatives for making the county less car-dependent: offering multiple alternatives to the automobile in the form of rail, bus, bicycling, and walking; following smart land use policies that encourage densely built, mixed-use development; and relentlessly marketing those transportation alternatives through programs that include five ‘commuter stores’ throughout the county where transit tickets, bus maps, and other information are available.
“Those three combined have brought down the percentage of people driving alone and increased the amount of transit and carpooling,” said Howard Jennings, Mobility Lab’s director of research and development.
Jennings’ research team estimates alternatives to driving alone take nearly 45,000 car trips off the county’s roads every weekday. Among those shifting modes from the automobile, 69 percent use transit, 14 percent carpool, 10 percent walk, four percent telework and three percent bike.
“Reducing traffic on key routes does make it easier for those who really need to drive. Not everybody can take an alternative,” Jennings said.
Arlington’s success in reducing car dependency is more remarkable considering it has happened as the region’s population and employment base has grown.
Since 1996 Arlington has added more than 6 million square feet of office space, a million square feet of retail, nearly 11,000 housing units and 1,100 hotel rooms in the Rosslyn-Ballston Metro corridor. Yet traffic counts have dropped major roads: on Lee Highway (-10%), Washington Boulevard (-14%), Clarendon Boulevard (-6%), Wilson Boulevard (-25%), and Glebe Road (-6%), according to county figures. Traffic counts have increased on Arlington Boulevard (11%) and George Mason Drive (14%).
“Arlington zoning hasn’t changed a great deal over the last 15 years or so. It’s been much more of a result of the services and the programs and the transportation options than it has been the zoning,” said Jennings.
Arlington serving as a regional model
Across the Potomac, the D.C. Office of Planning is considering the controversial proposal of eliminating mandatory parking space minimums in new development in transit-rich corridors and in downtown Washington to reduce traffic congestion. In Arlington, transportation officials say parking minimums have not been a focus.
“When developers come to Arlington we are finding they are building the right amount of parking,” said Chris Hamilton, the bureau chief at Arlington County Commuter Services. “Developers know they need a certain amount of parking for their tenants, but they don’t want to build too much because that’s a waste.”
Hamilton says parking is available at relatively cheap rates in the Rosslyn-Ballston Metro corridor because demand for spots has been held down by a shift to transit.
“In Arlington there are these great options. People can get here by bus, by rail, by Capital Bikeshare, and walking, and most people do that. That’s why Arlington is doing so well,” Hamilton said.
Hamilton credited a partnership with the county’s 700 employers for keeping their workers, 80 percent of whom live outside the county, from driving to work by themselves.
“Arlington Transportation Partners gives every one of those employers assistance in setting up commute benefit programs, parking programs, carpool programs, and bike incentives. Sixty-five percent of those 700 employers provide a transit benefit. That’s the highest in the region,” Hamilton said.
“There’s been a compact with the citizens since the 1960s and when Metro came to Arlington that when all the high-density development would occur in the rail corridors, we would protect the single family neighborhoods that hugged the rail corridors,” he added.
Friday, March 22, 2013
(New York, NY -- Stephen Nessen, Schoolbook/WNYC) New York City school bus workers are expected to have their pay slashed and benefits cut, starting April 15. Both Michael Cordiello, president of the union local representing some of the drivers and aides, and Jeffrey Pollack, a lawyer representing the school bus operators, confirmed the wage cuts. They also said contract talks were suspended.
This follows a tumultuous winter for the school bus industry, which included a month-long strike starting on Jan. 16. Some 8,000 bus drivers and aides walked off the job over the loss of job protections, known as EPPs. Mayor Michael Bloomberg said a court ruling prohibited the city from including the protections in future contracts. And it was followed by an ignominious suspension of the strike when Local 1181 of the Amalgamated Transit Union realized it could not convince the Bloomberg administration to step in.
Continue reading the story on Schoolbook.
Wednesday, March 20, 2013
(Matt Bush -- Washington, D.C., WAMU) An independent report on the yet-to-be-opened Silver Spring Transit Center shows the transit hub is plagued by flaws that will render it unfit to open unless fixed.
The transit hub, which will connect commuters to rail, Metro, buses, bikes and cabs, was scheduled to have opened two years ago, but has been dogged by construction errors and cost overruns. After seeing cracks in the concrete last year, Montgomery County commissioned a report on the SSTC from structural engineering firm KCE.
And now that report concludes the problems with the center go far beyond cracked concrete.
In a statement, county executive Isiah Leggett says the center as currently constructed is "severely compromised." According to his statement: "The facility contains significant and serious design and construction defects, including excessive cracking, missing post-tensioning cables, inadequate reinforcing steel, and concrete of insufficient strength and thickness. These deficiencies not only compromise the structural integrity of the facility but could also begin to impact the Transit Center’s durability far earlier than expected, thus shortening its useful life. At worst, if no changes are made, some of the facility’s elements may not withstand the loads they are intended to support – thereby putting the many users of the center at potential risk."
Read the full report here.
Earlier this year contractor Foulger-Pratt said the county has needlessly delayed the opening of the center as it awaited this report.
At this time, there is no timetable as to when the center will open.
Follow Matt Bush on Twitter.
Tuesday, March 19, 2013
By Martin DiCaro : WAMU
The nation’s infrastructure received a D+, a slight improvement from the D issued in 2009, in an infrastructure report card released by the American Society of Civil Engineers (ASCE), a group whose members stand to benefit from increased spending on the construction of roads, bridges, levees and dams.
The report grades infrastructure in sixteen sectors and prescribes a funding level necessary to bring each up to a B grade. That will require spending $454 billion annually over the next eight years, according to the group’s figures. However, the society estimates only $253 billion annually is currently earmarked for infrastructure repair and improvements, leaving a yearly funding gap of $200 billion.
At a news conference at the Earth Conservation Corps Pump House in southeast Washington – with a view of the structurally obsolete Frederick Douglass Memorial Bridge spanning the Anacostia River – advocates of infrastructure spending sought to convey their message in easy to understand terms, acknowledging that ordinary citizens often do not see the costs associated with outdated infrastructure.
“The real goal is that Americans would have this conversation about infrastructure at their kitchen table,” said ASCE president Greg DiLoreto. “They’d sit down and they’d say, you know what? I was driving home last night, hit a pothole, and I ruined the front end of our car. What can be done about that?”
Former Pennsylvania Governor Ed Rendell, the co-founder of the bipartisan group Building America’s Future, said more Americans are beginning to realize that infrastructure is not free and does not last forever. Still, there is a large difference between what a group of civil engineers believes should be spent and what Congress and state and local governments are willing to spend.
“Members of both parties feel this way, predominately Republicans, that we can’t spend money on anything. That’s wrong,” Rendell says. “We’ve got to get away from this idea that investing in infrastructure is wasteful spending. There are some projects that are bad and we should ask for stricter accountability and transparency, but we’ve got to invest in growth.”
The sector with the highest grade (B-) is solid waste. Inland waterways and levees both received the lowest grade, D-. Grades were poor to mediocre in transportation sectors: aviation (D), bridges (C+), rail (C+), roads (D), and transit (D).
“First we have to repair the quality of the roads,” Rendell said. “But then we have to expand. We have to do additional ramps. We have to widen lanes. A good hunk of the money should be spent on mass transit. There’s got to be a balance.”
The report card breaks down infrastructure state by state. In Washington, D.C., for example, 99 percent of roads are rated poor or mediocre. The report card says driving on roads in need of repair costs District of Columbia motorists $311 million a year in extra vehicle repairs and operating costs – $833 per motorist.
Winning the public’s support to raise revenues for infrastructure spending will depend on convincing the public they have to pay more, whether its taxes or user fees, according to Emil Frankel, a visiting scholar at the D.C.-based Bipartisan Policy Center and former Assistant Secretary of Transportation under the George W. Bush Administration.
"The challenge is being able to make the case about specific facilities that people know and understand, and what the implications would be if they have to close that facility,” said Frankel, who said the ASCE’s figures are sound, even if they are unrealistic in terms of what governments are willing to spend.
“We’re not going to raise that money. People acknowledge we have to invest more but there’s disagreement about how much we need to invest. Whatever funds are available we have to make better choices, prioritize and target,” Frankel said.