The New, Nasty Larry Hogan

By Barry Rascovar

Aug. 3, 2015 — What happened to the friendly, smiling, easy-going Larry Hogan? Mr. Nice Guy has morphed into Mr. Nasty.

Gov. Larry Hogan

Maryland Gov. Larry Hogan poses at Baltimore City Detention Center. (AP)

Perhaps he’s spent too much time with his pal, New Jersey Gov. Chris Christie, the combative presidential hopeful with the mouth that roars.

Perhaps his new Kojack look, as well as his grueling chemotherapy sessions, help explain what’s going on.

Or maybe it’s just a recognition by Maryland’s Republican governor that tough talk and decisive action go over well with his conservative-to-moderate constituents. Excoriating hapless, fumbling Democrats and going it alone make you look like John Wayne riding to the school marm’s rescue.

Whatever the reason, Hogan has taken a turn down a dark alley. It may lead to a promising political future but from a governing standpoint it could turn into a disaster.

Alienating Democrats

In less than nine months, Hogan has managed to offend or alienate much of the Democratic elected leadership in Maryland. He has:

  • Immediately shuttered the disgraceful Baltimore City jail and detention center without even bothering to inform local officials, judges or prosecutors — or provide any details about how this is feasible.
  • On an impulse, unilaterally re-opened the old Senate Chamber in the State House while the prime mover in this historic restoration, the Democratic Senate President, was out of the country.
  • Punitively eliminated $2 million in renovations for an arts center cherished by the Democratic House speaker.
  • Slashed education aid to Democratic strongholds, then reneged on a compromise.
  • Killed the Baltimore region’s rapid rail Red Line without any backup plan.
  • Stripped to the bone the state’s contribution for the Washington area’s rapid rail Purple Line, them squeezed two counties for $100 million more.
  • Shifted all the money saved to rural and exurban road and bridge projects.
  • Named a commission to do away with regulations and made sure the member solidly pro-business and Republican.

In nearly every case, Hogan’s made it clear he’s the act-now, think-later governor of Maryland who doesn’t need to consult with Democratic lawmakers or local officials who might offer valuable input. That would complicate matters.

It’s his party and he’ll do what he wants.

Hogan is giving the public what it wants: Simplistic, quick answers to difficult, highly complicated problems. It’s also how he campaigned for governor.

Sort of reminds you of Donald Trump, doesn’t it?

Fixing the Mess 

Here’s the catch: If easy solutions could fix government’s worst dilemmas, they would have happened long ago.

If simply closing the Baltimore City jail and detention center could solve that jurisdiction’s incarceration and detention nightmare, that step would have been taken by Republic Gov. Bob Ehrlich or Democratic Gov. Martin O’Malley.

Governor Hogan and Corrections Secretary Moyer at jail-closing announcement.

Governor Hogan and Corrections Secretary Moyer at jail-closing announcement.

Hogan’s quick action at the Baltimore jail opens a new can of worms. You can’t mix people awaiting trial with convicted felons, but that’s apparently the plan. How do you tend to the medical and transportation needs of 1,000-plus former city jail inmates about to be spread among other state prison facilities? Where’s the intake center for new arrivals?  Are you overwhelming nearby state prisons? Will the state face additional, unwinnable ACLU lawsuits?

Hogan says he won’t build a replacement city jail. That would make Baltimore unique in the United States. How is this going to work? Hogan is mum on that point. What does he know that other correctional expert don’t?

The city jail announcement came with gratuitous, nasty and factually inaccurate swipes at  O’Malley. It sounded like a re-hash of Hogan in last year’s campaign.

Nor did the Republican governor spare Democratic legislators from his wrath. Then again, he displayed a stunning lack of preparation: He admitted he hadn’t read a detailed report from a special legislative commission on handling Baltimore’s chronic jail/detention situation.

Another Agnew?

Hogan is playing to his political crowd: angry white men and women — most with limited education — that Spiro Agnew appealed to. If the governor continues along this combative line of attack, he could well become a talked-about contender for the Republican vice presidential nomination, just like Agnew.

We live in an era of presidential campaigning dominated by sound bites, blunt talk, insults and easy answers. Hogan seems to be following that path, too.

The difference is that presidential candidates don’t have to govern. Hogan does, and he has now made that part of his life far more difficult. Maryland could be in for at least three years of government gridlock in Annapolis. It may not be pretty or helpful for Marylanders, but it could well serve Larry Hogan’s political purposes.

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Hogan’s 20th Century View of Transit

By Barry Rascovar

July 27, 2015–You’ve got to give Maryland Transportation Secretary Pete Rahn credit for one thing: honesty.

He fessed up at a legislative hearing last week that Gov. Larry Hogan Jr. had stripped every last cent from Baltimore’s Red Line rail-transit initiative – as well as most of the state’s previously allocated dollars for the Washington area’s Purple Line – and shifted the entire amount into highway and bridge projects far removed from Maryland’s population centers.

Gov. Larry Hogan Jr. and Lt. Gov. Boyd Rutherford

Gov. Larry Hogan Jr

All of those hundreds of millions of dollars earmarked for rapid rail expansion now “have been committed to roads,” an unapologetic Rahn said.

In place of a $3 billion rapid rail Red Line for Baltimore, Rahn and Hogan say they will make “cost-effective” improvements to the region’s slow-moving, underperforming bus system.

Those will be largely cosmetic fixes. Why? Because Rahn set up a situation where there’s no money to undertake major improvements.

Asphalt and Concrete

Road projects are what Rahn and Hogan care about. Money talks and in this case, Maryland’s governor is stating in a loud and clear voice his overriding objective is to throw more and more dollars into asphalt and concrete highways and bridges.

That’s a 20th century response that fails to address 21st century problems.

Rahn was brought in by Hogan to build roads, not mass transit. Hogan wants to live up to his campaign promise to kill the Red Line and the Purple Line. Rahn delivered.

He not only wiped out the Red Line but he’s come up with a delayed, bare-bones Purple Line option for the Washington suburbs. Hogan’s dramatic slashing of the state’s contribution could lead to the line’s demise for any number of reasons.

That would be fine with the Republican governor, allowing him to pour even more transportation dollars into rural and exurban road-building – where his most fervent supporters live — and once again snub mass transit.

Naturally, all of this is papered over with politically correct rhetoric. Hogan is good at that.

Tunnel Costs

Both the governor and Rahn blame the Red Line’s demise on the high cost of tunneling. Rahn even raised the bogus issue of unexpected obstacles that might increase the price tag for this tunneling.

He dredged up Seattle’s problems with a gigantic piece of tunneling equipment called Big Bertha that got stuck, causing construction delays and overruns.

But an engineer with decades of mass transit experience called this a phony argument.

“It’s apples and oranges,” he said. Baltimore’s tunneling wouldn’t have been anything like Seattle’s. “Many, many other cities have used the same tunneling approach we wanted to use in Baltimore without any problems.”

Now Hogan and Rahn say they are studying “dozens and dozens” of options for Baltimore. But others who have talked to state transportation officials say that’s not so. There was, and there remains, no backup plan.

It’s a political smoke screen.

State Responsibility

Here’s another smoke screen created by Hogan and Rahn. They say they won’t move forward until Baltimore’s regional leaders first present them with new mass transit proposals.

But wait: Isn’t mass transit a state responsibility in Maryland?

This is another delaying tactic and a way to shift responsibility.

From a transportation standpoint, Baltimore is dead in the water, thanks to Hogan.

He has zero blueprints for improving traffic flow and rush hour gridlock in metropolitan Baltimore. He has killed any chance of a new rail transit line during his time in office. He’s also cleverly arranged things so he has zero money for any big mass transit initiative.

Illegal Bus Fare Increase?

On top of that, Hogan and Rahn illegally raised bus fares for Baltimore residents – while simultaneously lowering fares for drivers on state toll roads and bridges. That’s what a legislative analyst and some mass transit advocates maintain.

It’s yet another indication of what matters to Hogan.

Again, Rahn and Hogan don’t seem to care. They simply assert they’re right and the legislature’s analyst and other experts are wrong. The last thing they intend to do is ask the attorney general for a legal ruling.

Politics, Hogan-style, has trumped long-range policy considerations.

Under Hogan, mass transit improvements in Baltimore appear remote in our lifetime. His supporters in rural and suburban Maryland are cheering, which is what counts for this governor.

Disappearing Baltimore

It’s more than ironic that when the governor announced the death of the Red Line, his aides produced a map of the state showing all the rural and suburban road and bridge improvements going forward, thanks to the death of Baltimore’s Red Line.

Lo and behold, Baltimore had disappeared from the state map. It had sunk into the Chesapeake Bay.

This is increasingly what we are seeing from Hogan and Rahn. They couch it in gentler terms so it appears they really do care.

But when it comes to taking action, and putting state money on the table, the only thing that matters to this pair is turning away from urban transit and pouring every last dollar into more and better roadways far from Maryland’s most densely populated areas.

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The Debtor President

By Barry Rascovar

July 20, 2015 – Should we elect as president a candidate who can’t seem to handle his own family’s finances?

Presidential Candidate Martin O'Malley

Presidential Candidate Martin O’Malley

Martin O’Malley, presidential contender and former Maryland governor, ran up $339,000 in college education debt for just two of his four children – a staggering amount – on an annual family income that easily topped $300,000.

The O’Malleys lived for eight years in a rent-free mansion where all meals and other household expenses were picked up by the state. They had no mortgage payments to make. They were driven everywhere in state-owned cars by State Troopers. They didn’t have to pay for gas, insurance or car repairs.

Given their minimal living expenses, why couldn’t the former governor and Judge Katie O’Malley contribute more of their hard-earned paychecks (and Martin’s pension as Baltimore mayor) to pay down their daughters’ college loans?

With two more children approaching college age, it’s possible the O’Malleys’ college debt soon could exceed $500,000 or $600,000.

Checkbook Juggling

That doesn’t say much about Martin O’Malley’s ability to balance his family’s checkbook without going heavily into debt – even on a two-income figure that most couples only dream about.

Would you trust a debtor presidential candidate to take on the far more arduous task of handling the federal government’s heavily out-of-balance budget?

What kind of message does this send to voters if Candidate O’Malley had to load himself down with IOUs to make ends meet despite a hefty family income?

To critics, it’s indicative of the kind of state government O’Malley ran, in which he repeatedly sought more and more social spending even though he was driving Maryland deeper and deeper into a sea of red ink.

By the time the Democratic governor left office, his replacement, Republican Larry Hogan Jr., said he was facing a $1.3 billion gap between spending and incoming revenue.

O’Malley was able to paper over the state’s structural deficit most years by raising taxes – dozens of fee and tax hikes. But with a family budget, you can’t turn to that kind of legerdemain.

A Catholic Education

It is entirely understandable that Mr. and Mrs. O’Malley, devout Catholics, want to give their children a solid parochial education. That costs a pretty penny in Baltimore’s private schools.

Plenty of parents make that same choice knowing it will place them behind the financial eight-ball for decades. It is a sacrifice they feel is worth the pain to ensure their kids receive quality schooling that includes religious instruction.

College is a totally different matter.

The O’Malleys let their daughters select high-cost, out-of-state campuses – Georgetown and the College of Charleston. Premier institutions, no doubt.

Georgetown University

Georgetown University

Yet with the O’Malleys still sending two sons to parochial schools and then onto college, didn’t it dawn on them that they were digging a hole of future debt that could prove embarrassing and keep them paying off loans for the rest of their lives?

It was not a smart move financially.

Homeland Heaven

The O’Malleys moved out of the Annapolis governor’s mansion in January and into a four-bedroom, 1928 lake-view house in Baltimore’s toney Homeland community they bought for $549,000. They put down $65,000 in cash and took out a whopping $494,000 mortgage, according to federal filing reports.

That brings the couple’s debt burden – education loans plus mortgage – to $833,000. If their two sons also get to select expensive out-of-state schools, the O’Malley debt load could top $1 million.

As has been pointed out by MarylandReporters’ Len Lazarick, the former governor and District Court judge could have invested a chunk of their salaries in Maryland’s college tuition savings plan to offset higher-education expenses. If the parents had put their foot down and insisted their children attend in-state public universities and colleges, the couple probably could have paid those tuition bill out of their bank accounts.

That’s not exactly a ringing endorsement of Maryland’s four-year public institutions by a Maryland governor – even though there are numerous gems to choose from, such as St. Mary’s College, UMBC, the flagship University of Maryland College Park campus, and well-regarded schools in Frostburg, Towson and Salisbury.

Voter Perception

If Martin O’Malley eventually becomes a legitimate contender for the Democratic presidential nomination (at this point he’s being heavily outspent and out-polled by Hillary Clinton and Sen. Bernie Sanders), his questionable handling of his family‘s education finances could become a legitimate bone of contention.

Sure, our children deserve a chance to gain a high-caliber education, even it is requires the parents to dig deep into their pockets. But like everything in life, there are limits to what that sacrifice should entail.

O’Malley hasn’t used good fiscal discipline in dealing with his family’s education expenses. Does this put a damper on voters’ perception of him as a viable presidential contender?

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Baltimore Scapegoat

By Barry Rascovar

July 13, 2015 — It’s a time-worn tactic employed by floundering elected officials: When criticism builds to the point that your career is at risk, find a scapegoat and blame him for all that’s gone wrong.

Anthony Batts, Baltimore’s recently fired police commissioner, became beleaguered Mayor Stephanie Rawlings-Blake’s scapegoat.

Former Baltimore Police Commissioner Anthony Batts

Former Baltimore Police Commissioner Anthony Batts

Like author Lewis Carroll’s Queen of Hearts, Rawlings-Blake screamed, “Off with [his] head” to deflect the growing crescendo of dissatisfaction with her handling of Baltimore’s unprecedented crime and violence.

Here’s what she conveyed in her sudden dismissal of the police commissioner: None of this is my fault; Batts is to blame.

Getting the Boot

So now Batts is out of a job after three years of trying to get a handle on Charm City’s growing epidemic of  shootings, drug-related crime and gang violence. Surely Batts’ removal will make all those gruesome homicides go away.

Fat chance.

History tells us Rawlings-Blake’s ploy is unlikely to work.

Firing Baltimore’s top cop won’t stop the street gangs and the drug trade from firing away at their targets. Communities aren’t any safer today with Batts gone. The killings continue.

As usual, the mayor hesitated too long before taking decisive action. She hired Batts and was reluctant to give up on him. She failed to recognize early on that her police commissioner’s “West Coast offense” against Charm City’s criminals wasn’t working.

This will become a major issue in the 2016 mayoral race that already is heating up.

The Other Option

Rawlings-Blake picked the wrong man for the job. Batts had no familiarity with East Coast urban crime and law enforcement. His experience was mostly in smaller communities in sunny California, not in an aging, densely populated urban core with severe poverty, joblessness and distrust of the police.

Batts’ intentions were on point but his execution was lacking. He never gained the confidence of the men in blue, or of the community and its leaders.

But Rawlings-Blake liked him, in part because of his sterling education credentials.

In hindsight, she should have gone with the logical choice back in 2012: Acting Commissioner Anthony Barksdale, the young, behind-the-scenes deputy police chief who had devised a community policing strategy that brought the city’s homicide rate to record lows and reversed former Mayor Martin O’Malley’s “zero tolerance” approach that embittered young blacks unfairly targeted and jailed.

Former Acting Police Commissioner Anthony Barksdale

Former Acting Police Commissioner Anthony Barksdale

But Barksdale was a Coppin State dropout who then joined the police force and worked his way to the top through “street smarts” — unlike the Oberlin-educated mayor, who seems to prefer working with folks with degrees from the “right” colleges.

Barksdale also had another strike against him. He was the protégé of retiring Police Commissioner Fred Bealefeld, a much-praised appointee of the prior mayor, Sheila Dixon.

Rawlings-Blake wanted to separate her administration from the disgraced Dixon, who had been convicted of gift-card theft and forced from office. Barksdale became an unintended casualty.

Early Warning 

We should have suspected the wheel was coming off the track for Rawlings-Blake in 2012 when two groups complained that the mayor’s advisory panel to pick a new police chief didn’t include  any civil rights or community leaders. They called it a “closed-door process being made in a vacuum.”

That apt description also applies to many of Rawlings-Blake’s major decisions since then.

It might have been quite different if the mayor had moved heaven and earth to get Bealefeld to stay on as police commissioner. The Baltimore native knew the city and its law enforcement team like the back of his hand. His demeanor and policing tactics were working big-time. He was changing the culture of the police force for the better and crime had declined sharply.

Former Police Chief Fred Bealefeld

Former Police Chief Fred Bealefeld

Barksdale, a born-and-raised Baltimorean like Bealefeld, would have continued those policies. Instead, Rawlings-Blake, as has been her pattern, opted for something new and different — an credentialed outsider who knew nothing about Charm City.

Batts came in, and Barksdale immediately went on medical leave for two years until he could retire at full pay. Also exiting was Col. Jesse Oden, who ran the Criminal Investigations Division. Batts forced out most of Bealefeld’s team and brought in more outsiders, like himself. It was downhill from there.

Dixon will claim in the mayoral campaign that she hired the right guy for the job — Bealefeld — and that Rawlings-Blake had gone outside the department to select a new police commissioner who never understood Baltimore and as a result mishandled April’s standoff with angry mobs in West Baltimore.

Mayor’s Prime Failure

The resulting conflagration, looting and violence staggered Baltimore. Rawlings-Blake’s excessive caution, excessive deliberation, her inability to grasp quickly what needed to be done and her aloofness may well cost her a second term.

At the heart of the problem was the mayor’s failure to recognize the importance of retaining and promoting highly experienced and skilled people from the inside rather than turning to outsiders.

National searches are overrated. Too often the outsider selected is intent on wiping out existing leadership and policies. Different is deemed better. Past successes are denigrated. Home-grown talent is shown the door.

The new leader hires more outsiders to run things differently. It takes them years to figure out the local turf. Morale plunges, confusion reigns and progress — if at all — is slow in coming.

Promoting from within is quicker and usually pays hefty dividends. The best Baltimore police chiefs, from Frank Battaglia to Leonard Hamm to Fred Bealefeld, came up through the ranks.

But new bosses — in politics and in business —  feel a need to show they are in charge by making a dramatic break with the past, even when that move is counter-productive.

High Price

Rawlings-Blake is now paying the price for insisting on new-and-different. Instead  of hiring a “change agent” as police chief, she should have stuck with the Bealefeld-Barksdale policies that were working so well.

Acting Commissioner Kevin Davis is both an insider and an outsider. He’s been a deputy commissioner for six months, which gives him a head start. Yet his prior career — an up-from-the-ranks success story — was spent in Prince George’s and Anne Arundel counties.

Acting Police Commissioner Kevin Davis

Acting Police Commissioner Kevin Davis

Davis has a firmer grasp of Maryland policing than Batts did. He’s had time to assess the existing leadership. He’s seen what went wrong over the past half-year. But can he institute changes that lower the crime rate, boost police morale and improve community relations?

That’s a tall order, especially  in the midst  of a heated mayoral campaign.

His initial innovation — establishing a multi-agency “war room” to go after the “bad guys” causing much of the mayhem — sounds exactly like Fred Bealefeld’s operating mantra.

Given the failures at City Hall and at police headquarters in April, any move by Davis that lowers the violence and hostile rhetoric would be a giant step forward.

If he can get a handle on the crime epidemic, he deserves the job permanently regardless of who wins the April Democratic mayoral primary.

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Plan B for Baltimore

By Barry Rascovar

July 6, 2015 — Gov. Larry Hogan, Jr. never devised a backup plan before killing Baltimore’s pivotal, $2.9 billion Red Line rapid-transit route last month. Mayor Stephanie Rawlings-Blake seems equally bereft of new transit ideas.

Red Line route killed by Hogan

Red Line route killed by Hogan

So let’s see if we can help with some less expensive, but sensible, proposals to improve mobility and job access in Maryland’s largest urban region.

Since Hogan is expected to stubbornly resist pleas from transit and regional officials to revive a slimmed-down version of the Red Line, it is time to move on to Plan B.

Clearly, Hogan had not done his homework — another rookie mistake from a first-time elected official. A more seasoned politician would have delayed the Red Line announcement until it could be paired with an alternative proposal for moving mass transit forward in metro Baltimore.

Rawlings-Blake hasn’t been much better. She seems bereft of what to do next — a failure of the mayor, her staff and her transportation and planning teams to recognize that viable options were needed as a stand-by once a conservative Republican became governor.

Bare-bones Transit

Baltimore’s transit system might be called a bare-bones, 20th century model. Buses traverse the main thoroughfares radiating like spokes from downtown. Cross-town buses add to the mix of slow-moving public transit on heavily congested city streets.

Baltimore’s Metro (14.5 million riders per year) works exceedingly well — it is fast and clean — but only serves people who can reach its one line, from Owings Mills to Johns Hopkins Hospital.

The region’s north-south light-rail line (8.6 million riders per year) is slow-moving through downtown, never connects directly with the Metro and isn’t heavily used.

There’s also a popular, city-subsidized Downtown Circulator with four routes that offer free service and actually connect people to where they need to go within the city. It’s becoming a drain on a money-poor city, though.

Charm City Circulator bus

Charm City Circulator bus

Suburban transit is a joke. Unless you own a car or live near a corridor road with buses, you’re out of luck in the Baltimore ‘burbs.

That’s a pretty weak transit operation. Killing the Red Line erases an opportunity to integrate and coordinate Baltimore’s public transportation network with a strong east-west line.

Yet there are steps the city and state can take to ameliorate this sad situation. Among the possibilities:

Resurrect the western part of the Red Line, from Social Security headquarters in Woodlawn to the Lexington Market downtown, as a busway.

Separated buses-only lanes built for fast transport could achieve much of what the Red Line was designed to do in West Baltimore and western Baltimore County. Both the light-rail and the Metro have stations near Lexington Market. If a busway proves successful, more spurs could be added, such as a Catonsville tie-in and a Columbia tie-in.

Extend the existing Metro line from Hopkins to Northeast Baltimore and then White Marsh in Baltimore County.

This Green Line, proposed in 2002, would add greatly to Metro ridership, especially if the state offers ample parking for suburban drivers who are anxious to avoid the hassle, delays and high cost associated with taking their cars downtown for the day.

Expand the city’s Charm City Circulator routes to more neighborhoods; embrace the same approach in the suburbs. 

This would require ongoing state subsidies and cooperation from surrounding counties but it would give people — especially the young and the elderly — convenient travel options they don’t have now.

Develop transportation programs for getting city job-seekers to suburban employment centers.

Free Jitney service from bus stops and transit stations to buildings in suburban business parks would help immensely.

Right now, long commutes and one- or two-mile walks from bus and transit stops prevent employable city workers from filling two-thirds of the job openings in the suburbs. That’s a situation Hogan and his economic development team should jump into immediately and devise affordable solutions.

Expand bus service in metro Baltimore; enlarge the MTA’s fleet of buses by purchasing smaller vehicles; reduce the number of bus stops.

Baltimore needs more right-sized transports that can navigate narrow city streets. It also has way too many bus stops, placed there by powerful Democratic officials. Hogan, as a Republican governor, can put an end to this silliness. Fewer close-together stops means faster trips for passengers.

Expand MARC commuter rail service; add frequent rush-hour/mid-day service to Aberdeen Proving Ground; turn MARC’s West Baltimore station into a bus/rail/circulator hub; open a new rail station/bus/circulator hub at Hopkins Bayview; turn the MARC Martin State Airport stop into a rail/bus/circulator hub.

MARC commuter rail train

Commuter rail train (MARC)

MARC can serve as a transit magnet for the metro Baltimore region. The potential is there.

APG and nearby business parks in Harford County need a practical transit option for civilian employees that is fast, convenient and dependable.

MARC’s West Baltimore station was planned as a key transit hub of the Red Line. It’s still a great idea if Hogan wants to show disgruntled residents of that impoverished area he cares.

Hopkins Bayview and Martin State Airport are natural transit hubs, if the state builds large parking lots and adds circulator routes. This would be a godsend for eastern Baltimore County and East Baltimore residents in search of transit alternatives.

Now that Hogan has wiped away a couple of decades of Red Line planning and $288 million already spent on that transit line, it’s incumbent upon the governor to move on to a more cost-effective plan involving a variety of transit options.

He could start with some of the suggestions listed above.

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Hogan to Baltimore: ‘Drop Dead’

By Barry Rascovar

June 29, 2015 –Larry Hogan Jr. never has had an affinity for Baltimore. He’s never lived in a big city. He’s a suburban Washington, suburban Annapolis kind of guy.

Gov. Larry Hogan Jr.

Gov. Larry Hogan Jr. standing in front of Purple Line map

Hogan also is a cold, calculating political animal. He has embraced  a staunch right-wing mindset — all government spending is bad, all liberal social programs are wasteful, all outlays that don’t help him politically are a boondoggle.

Thus, it was easy for Governor Hogan to kill more than a decade worth of work, more than a quarter-billion dollars already spent and to forfeit $900 million in federal funds that would have gone toward building a pivotal rail-transit line for Baltimore, the Red Line.

No Help

It is reminiscent of President Gerald Ford’s stern rebuke to New York City’s pleas for urgent help to avert imminent bankruptcy in 1975. As the New York Daily News summed it up so aptly in its banner headline the next day: “Ford to City: Drop Dead.

Ford thought a bailout would be a wasteful boondoggle, too. Why save the nation’s greatest city? That’s not government’s role!

New York Daily New, 1975

New York Daily New, 1975

Hogan takes the same unyielding attitude toward Baltimore, which in his mind really isn’t part of Maryland.

It’s such a nonentity — where poor people live — that when he sent word on Twitter of his $2 billion in road projects and $167 million for the Purple Line project in the Washington suburbs, Hogan’s aides failed to show Baltimore City on their map. It had vanished into the Chesapeake Bay.

Freudian slip? You bet.

When asked that day what was in his transportation package for Baltimore, the Republican governor said there was nothing.

Saw It Off

Hogan would just as soon see Baltimore and its expensive needs disappear, or as Republican presidential candidate Sen. Barry Goldwater famously said in 1963, “Sometimes I think this country would be better off if we could just saw off the Eastern Seaboard and let it float out to sea.”

GOP Presidential Nominee Barry Goldwater

GOP Presidential Nominee Barry Goldwater

It’s no surprise Hogan committed over 90 percent of his transportation package to roads and bridges, becoming the darling of the asphalt and concrete industries. Fund-raising checks will roll in from those interest groups.

Giving the back of the hand to Baltimore is becoming a Hogan habit. Sure, he put on a good face by sending in the National Guard and jovially walking the mean streets of the city briefly (with State Police protection, of course).

But what has the governor done for Baltimore since then to address city residents’ discontent? Precious little.

This is the same governor who deep-sixed needed education aid for city schools in his first budget and then backed out of a compromise to restore some of those funds.

It was just more wasteful, irresponsible spending in Hogan’s eyes.

Body Blow for City

Failing to support the Red Line is a crushing blow for the state’s only large city, a city that in many respects is barely treading water.

The Red Line could have been a giant jobs-generator and income-producer in an urban center with very high unemployment. Instead, he called it a “boondoggle.” (Ironically, Hogan at the same event praised the Purple Line because of it jobs-producing potential.)

it would have been a godsend for the people in West Baltimore who rioted in April over their impoverished conditions, creating access to employment opportunities along the Red Line route, from Woodlawn to Johns Hopkins Bayview.

it would have sparked retail and commercial development and housing at nearly two dozen Red LIne stations.

it would have rejuvenated Baltimore’s sagging downtown business district.

It would have eased some of the traffic gridlock and auto pollution.

Most of all, it would have given Baltimore a connected, viable rail-transit system, providing the missing link not just for city residents but for suburban families living to the east and west.

Sticking to Pledge

The Red Line is dead, killed by a stubborn Larry Hogan. He has fulfilled his campaign promise to conservative, non-urban followers.

There won’t be any major rail transit expansion in Baltimore for two decades or more, thanks to Hogan. That $900 million set aside for the Red Line is lost forever. The highway boys are cheering

The $288 million already spent by the statehas now been turned by Hogan into government waste. His staff, in typical Republican fashion, blamed Democrat Martin O’Malley for that spending on the Red Line, though the onus rightly should have been placed on Republican Bob Ehrlich, who gave the go-ahead.

What Hogan won’t admit is that this money had been well spent — until Hogan turned that sophisticated planning and detailed engineering blueprints to ashes. The wasteful governor is Larry Hogan.

Baltimore County Executive Kevin Kamenetz astutely asked Hogan in a statement what he proposes as his Plan B, his back-up plan, for Baltimore.

There is no alternative. Hogan to City: ‘Drop Dead.’

Now Hogan’s aides are scrambling to come up with some pitiful city road work that can be paraded as a Potemkin Village of a transportation substitute for Baltimore.

Political Calculation

The governor’s decision was a cold, calculated political move: fortify rural and suburban support with $2 billion in road and bridge work and hunt for additional votes for the next election in the Washington suburbs, thanks to his tentative support of the Purple Line.

But don’t be surprised if the Purple Line never gets built.

Hogan remains hostile toward rapid transit. He wants to do the job on the cheap, squeezing Prince George’s and Montgomery counties for hefty extra contributions and then getting a private-sector consortium of builders to chip in another $400 million or more.

This most likely means a slimmed-down rail line that won’t work well or no line at all. There’s also the chance the private-sector developer will be forced to charge exorbitant ticket fares for decades to recoup the investment demanded by Hogan.

Birds of a Feather

It’s no accident Hogan picked a transportation secretary known as a highway man, with zero experience in rapid rail transit. He was brought in to kill at least one of the expensive mass-transit projects, and he  may eventually succeed in killing both.

No wonder Hogan and Secretary Pete Rahn talked about the Red Line as “fatally flawed” and a “boondoggle” because — horrors of horrors — it included costly tunnels through the heart of downtown Baltimore.

Exactly how do you build an efficient subway line — or an “underground” as the British call it — without spending a lot of money to take the Red LIne below grade through the heart of a crowded urban center?

Anything built on the surface would compound downtown gridlock and make a joke of Red Line time savings. Sure, tunneling is very expensive but not if you take into consideration that it will be serving Baltimoreans a century from now.

By Hogan’s and Rahn’s thinking, all of the Washington Metro’s downtown subterranean rail network is a gigantic boondoggle. So is New York City’s subway. And London’s, too.

It’s a phony argument that stalwart conservatives like Hogan trot out.

New Jersey Gov. Chris Christie, who helped Hogan get elected, used the same sort of illogic in 2009 to blow up a badly needed $12 billion rail tunnel between his state and New York City that would have doubled New Jersey commuter capacity.

New Jersey Gov. Chris Christie

New Jersey Gov. Chris Christie

Christie, like Hogan, set aside the long-term good he might do so he could boast to voters about chopping off the head of a wasteful project.

Solid Democratic

What’s wasteful in this case is failing to give Baltimore a decent mass-transit system that holds the potential to stimulate economic development, job growth and improve residents’ quality of life.

Hogan has no interest, though, in anything dealing with Baltimore. He feels like a stranger there. It’s overwhelmingly Democratic turf. Why bother?

“With these projects, we’re going to touch the lives of citizens across the state,” Hogan said in his announcement. He needed to add the words, “except in Baltimore.”

Now Rahn & Co. are hastily trying to jerry-rig an alternative transportation scheme for Baltimore.

More buses on narrow, overcrowded city streets?

Paving over the existing light-rail line and converting it into a busway?

Or just shoveling more transportation dollars to the city to re-pave its potholed network of deteriorating asphalt?

Without speedy rail transit nothing will prove effective in the long run. Yet Hogan says won’t pay for it in Baltimore (though he will in suburban Washington).

Burying Baltimore

Larry Hogan has put a deep nail in Baltimore’s coffin. He’s not looking to ameliorate the damage, either.

Maryland’s governor is a jovial, common-man sort of figure, but we’re learning that he holds a rigidly conservative view of the world.

In Hogan’s world, Baltimore needs to fend for itself because this governor — to use lyrics from the musical  “West Side Story” — would rather “let it sink back in the ocean.”

# # #

Shamelessly Scoring Political Points

By Barry Rascovar

June 25, 2015 — What can Martin O’Malley do to become competitive in the race for the Democratic presidential nomination?

O'Malley campaigning

Presidential candidate Martin O’Malley campaigning

Issue profound position papers on issues of the day? That’s not his style.

Announce impressive lists of endorsements of his candidacy? The names aren’t there.

Pull off headline-grabbing stunts? Now we’re getting there.

Why else would he send an email to supporters and the media a day after the dreadful racial killings in South Carolina headlined, “I’m pissed”?

Why would he start the next three sentences with that same epithet?

Getting Noticed

Drawing attention to O’Malley’s still lagging candidacy was the whole idea. Surprise people with your profanity. Get them to notice.

Well, it worked — somewhat.

The former Maryland governor and Baltimore mayor’s stunt gained space in the New York Times — a six-paragraph article headlined, “An Angry O’Malley Calls for an Assault Weapons Ban.” It began this way:

“Using an off-color word to describe his anger, Martin O’Malley, a Democratic candidate for president, called for a new national assault weapons ban and other gun control measures in an email sent to supporters after the shooting deaths at a South Carolina church this week.”

Mission accomplished!

Being “pissed” got O’Malley his brief, passing moment in the spotlight. He highlighted his positions and accomplishments on gun control, though his rush to capitalize on the South Carolina killings made him look rash, opportunistic and foul-mouthed.

Muting the Message

Others in the presidential race, like Hillary Clinton and Jeb Bush, expressed sympathy and muted their political messages while friends and families in Charleston were still in shock from the tragic church killings.

Not O’Malley. For him, it’s all politics, all the time.

It isn’t the first time he’s used crassness, or even direct insults, to make a political point.

When then-Mayor O’Malley was feuding with the city’s African-American state’s attorney, Patricia Jessamy, over the slow pace of criminal prosecutions in Baltimore, he went on a profanity-laced tirade before reporters, skewering Jessamy: “She doesn’t even have the goddamn guts to get off her ass and go in and try this case, and I’m tired of it.”

To say this offended African-American women voters is putting it mildly.  O’Malley was being uncouth, immature and disrespectful. He also distorted the facts.

Stick Figures

On another occasion, O’Malley’s furor over lagging court trials resulted in the mayor submitting a demeaning 10-point plan to Maryland’s top judge — the state’s first African-American chief judge — Robert Bell. It contained stick figures to illustrate how O’Malley’s fast-trial program would work.

Insulting? You better believe it. Intentional? Darned right. Offensive? That was the idea.

O’Malley is no shrinking violent. Sometimes he lets his Irish get the better of him, but usually there is motivation behind his rude behavior.

This time, though, he missed the mark, He came off looking juvenile and un-presidential.

At the moment, O’Malley’s poll numbers are terrible. Even after declaring his formal candidacy, even after constant appearances on TV news programs, even after hurling profane invective in his emails, the candidate is at the very bottom of the list in presidential polls, scoring an embarrassing one percent.

Why?

Perhaps it’s because O’Malley is showing he’s not yet ready for prime time.

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MD: Not Quite ‘Open for Business’

By Barry Rascovar

June 22, 2015 — Larry Hogan, Jr. was elected governor partly because he promised to bring jobs and companies to Maryland and reverse the hostile, anti-business mindset of the outgoing governor (and current presidential candidate), Martin O’Malley.Open-for-business-sign-MD Reporter

Six months later, the results are mixed, at best.

Since Hogan took office in late January, 12 companies have notified the state they will close or impose mass layoffs, costing 1,439 Marylanders their jobs.

The latest is the production crew of “Veep,” an award-winning HBO political comedy that has filmed in East Columbia and Baltimore for four years. The economic impact for the first three years of production: $114 million.

A day earlier, U.S. Foods, Inc. announced closure of its distribution center in Severn in Anne Arundel County, a warehouse that employed 500 Marylanders.

Next week, Labinal Power Systems will shutter its manufacturing plant in Salisbury, where 650 people made wire harnesses for military aircraft, including the Chinook helicopter.

‘Climate Change’?

“Veep” is moving its film operation to California because of that state’s bigger tax credit. Safran, the French owner of Labinal, is consolidating operations in Texas; U.S. Foods is shifting its Severn jobs to Manassas, Va.

MD promotional poster -- out of date

MD promotional poster: Out of date

Hogan’s pledge to implement business “climate change” is not working as expected.

Sure, he proudly crowed about McCormick & Co.’s decision to build a large headquarters edifice in Hunt Valley rather than moving its 2,000-member HQ staff to Pennsylvania or Virginia.

But all is not well in the Free State.

Despite Hogan’s promotional claims, Maryland may not be “Open for Business” in the eyes of corporate leaders.

Job Losses Mount

Unilever is moving its production of vegetable oil and margarine spreads, like Country Crock and I Can’t Believe It’s Not Butter, from Baltimore to Kansas. Job loss: 137.

DynCorp International is shuttering its aviation support equipment facility at Solomons Island in Southern Maryland. Job loss: 121.

Clothier Jos. A. Bank is displacing 122 employees at its Hampstead plant in Carroll County.

T. Rowe Price is outsourcing 211 accounting and record-keeping jobs from its Owings Mills campus in Baltimore County.

In July, 69 workers at Riverbed Technology in Bethesda in Montgomery County will be jobless.

In August, 54 workers at Orion Safety Products’ Easton plant in Talbot County will be out of work.

Historic Distillery Closes

Meanwhile, the giant British firm, Diageo, is throwing 103 people at its bottling plant on Washington Boulevard in Baltimore County into the unemployment lines.

This ends 83 years of liquor operations there: The Relay plant was Maryland’s first legal distillery opened in 1933 after the end of Prohibition; Seagram’s used to bottle Calvert Whiskey in the building.

Not exactly the kind of job-creating start Hogan had in mind.

Results still lacking

Results still lacking

Of course, he did brag about the 16,400 jobs added overall in April — though he downplayed the 5,700 jobs lost in March.

That’s pretty much in line with O’Malley’s uneven job-creating performance.

In his last full month in office, the presidential candidate proudly announced the state had generated 11,000 new jobs in December.

Inconvenient Truth

What we’re seeing is the reality politicians don’t want to admit: They have, at best, marginal ability to influence the job-creation, job-loss decisions of private-sector companies. Larger macro-economic and macro-corporate factors are in play.

Thus, O’Malley could do little to stem job losses during and after the nation’s Great Recession. Hogan can do little to overcome corporate consolidations or international and industry developments that influence CEOs.

Yes, Maryland’s economic development team under Hogan is far friendlier and eager to make it simpler for businesses to re-locate to the state by easing their regulatory burden.

But Maryland remains a relatively high-cost state for corporations, especially compared to neighboring Virginia and Delaware. Government red tape is terrible in Baltimore City and many of the state’s most populous counties.

Hogan also is ideologically opposed to large financial giveaways to corporations — a form of economic bribery favored by many states.

‘Veep’ Fumble

Thus, he failed to offer “Veep” a larger tax credit than California to keep the film crew in Maryland, even though the legislature had given him that authority.

No wonder he earned the wrath of Howard County Del. Frank Turner, who said Hogan “dropped the ball,” and the county’s state senator, Ed Kasemeyer, complained Hogan sent the wrong signal “that Maryland isn’t committed.”

Loss of “Veep” and possibly “House of Cards” next year is a serious blow to a budding state industry. Just the economic impact of HBO film production in Maryland since 1997 is estimated at $300 million.

Job losses from a diminished film industry in Maryland could affect thousands of workers and businesses.

According to Towson University’s Regional Economic Studies Institute (RESI), the average film production in the state spends $16.8 million, hires 746 Marylanders, calls on 857 Maryland businesses and vendors for accessories and supplies, and spends 2,952 room nights in Maryland hotels. The average tax credit for a Maryland film production: just $3.3 million.

But don’t expect Hogan to get in a bidding war for films with California or other states. How he will make up for the job losses and lost spending isn’t clear.

Immediate Challenges

He faces other, more immediate and daunting challenges that could involve distasteful state subsidies to draw jobs to Maryland or keep jobs in-state.

There’s the question of how to retain Marriott’s headquarters (2,000 workers) in Bethesda from moving to Virginia, which is eager to offer a bevy of attractive tax and financial enticements.

There’s the question of winning the battle for a new FBI headquarters. Again, Virginia is offering a battery of enticements to the federal government. How can Maryland effectively compete when the governor is ideologically skeptical of offering lavish incentives?

There’s also the matter of the rapacious owner of the Washington Redskins, Daniel Snyder, who wants to shake down either the Maryland, Virginia or District of Columbia government for a new stadium that will cost him nothing, or next to nothing.

These will be tough decisions for Hogan, especially with his distaste for corporate giveaways.

Yet proving Maryland is open for business may require more than easing restrictive business regulations and putting a smile on the faces of Maryland’s business-development leaders.

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Barry Rascovar’s blog is www.politicalmaryland.com. He can be reached at brascovar@hotmail.com.

Hopeless in Baltimore?

By Barry Rascovar

June 17, 2015 — Sometimes you just want to scream, “What an outrage!”

Book burning

That certainly is the case with the “Baltimore Book Burning” revealed in The Baltimore Sun — hundreds of books mindlessly trashed by city school officials who seemed to have forgotten their raison d’etre: to create a love of learning among children and to better the community.

Instead of taking the textbooks and library books from the now-closed Heritage High School (shuttered as a cost-saving move) and wisely offering them to students, their parents or others in the community who might benefit from the knowledge and pleasure books can impart, bureaucratic knuckleheads opted to “recycle” them — a polite, modern-day way of conducting an old-fashioned book-burning.

Any book published before 2000 was deemed outdated and thus useless to other schools or to the citizens of Baltimore who might benefit from reading a good yarn, or a book that helps them learn.

That’s right, books the same age as the one I wrote, entitled, “The Great Game of Maryland Politics,” were deemed antiquated. All those words about the politicians and government actions during the 1970s, 1980s and 1990s were judged to be useless by so-called “educators.”

So were books by Mark Twain, John Milton, Thomas Hardy, John Steinbeck, William Shakespeare and Elie Wiesel.

Anti-education Educators?

There were plenty of newer books in the junk pile, too, because no one from school headquarters bothered to supervise this mass destruction of knowledge printed on paper.

It’s hard to remain hopeful about Baltimore’s future when the school system seems dominated by anti-education paper-pushers and numbers-crunchers.

No wonder many teachers, parents and elected officials were anguished by this flagrant display of uncaring hostility toward the written word.

How can they have faith in the city’s education leaders after witnessing this sickening waste and intentional destruction of essential learning tools?

Back to the Basics

Baltimore is a struggling, aging urban city with serious poverty, employment, housing and crime issues that urgently need addressing. It also has a school system filled with too many unthinking placeholders more concerned about their paychecks than the basics of education.

Humanity suffers when there are intentional book-burnings like this one. Ignorance flourishes when bureaucrats fail to open their eyes to simple, creative solutions that would benefit society.

What happened at Heritage High School is unacceptable. Baltimore City’s political leaders need to act.

Either the school system becomes a partner in educating and uplifting the city’s communities or it becomes an enemy of the people.

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Hogan: Hero or Goat?

By Barry Rascovar

June 15, 2015 — Decision time is nearing on the future of Baltimore’s planned Red Line rail route. Will Gov. Larry Hogan, Jr. be celebrated as a hero or lambasted as a goat?

Baltimore's Planned Red Line Route

Baltimore’s planned Red Line route

That question has hovered over the Republican governor ever since he won election last November.

Will he appease his conservative followers and live up to his campaign pledge to kill both the Red Line and the Purple Line in suburban Washington?

Such a move would be a stunning waste of half a billion dollars in state taxpayer dollars already spent. But think of the message it would send to the tea party crowd and Republican ideologues who coalesced around Hogan as a budget-cutter.

Yet it would end any chance of détente between Republican Hogan and the heavily Democratic General Assembly. Such a crushing blow to the three largest Democratic jurisdictions would guarantee all-out warfare — and gridlock — over the next three years in the State House.

Even worse, Hogan would look like a heartless ogre turning his back on impoverished Baltimore right after the dreadful damage of April’s civil unrest.

Rookie Mistake in Japan

The governor’s recent, all-out embrace in Japan of magnetic levitation high-speed trains between Baltimore and Washington was the sort of mistake a rookie politician makes.

Does this mean Hogan supports an unproven technology with a minimum price tag of $10 billion (under the fiction the state wouldn’t pay anything) but not the far more important — and cheaper — Red and Purple Lines?

Adding an inside-the-beltway, east to west light-rail route between Montgomery and Prince George’s counties makes enormous sense.

Purple Line

The planned Purple Line in suburban Washington

Commuting would prove far easier for tens of thousands of people living in suburban communities south of the Capital Beltway. It also would serve poor minority neighborhoods in those two counties. These are the Marylanders who need rapid transit the most.

However, the Washington region already has an extensive Metro system heavily financed by the federal government. If the Purple Line fades to black under Hogan, it’s not a crushing blow.

It would be a stupid move politically and from an economic development standpoint — and a waste of hundreds of millions already spent. But it would hardly be a calamity.

On the other hand, deep-sixing the Red Line would be another nail in Baltimore’s’ coffin.

The region lacks a legitimate rapid-rail system. It’s got a Toonerville Trolley of a light-rail route running north-south, from Hunt Valley to the outskirts of Glen Burnie. And it’s got a heavy-rail subway between Johns Hopkins Hospital and Owings Mills in northwest Baltimore County.

Sadly, the two lines don’t connect. There is no fixed rail route through East or Northeast Baltimore, no rapid rail available to residents of West Baltimore where the disturbances took place.

A True Rail Network

The Red Line would create an imperfect but viable rail system.

East and West Baltimore residents could quickly and easily commute across town as well as north-south. Thousands of workers employed at Social Security headquarters and the Centers for Medicare and Medicaid Services in Woodlawn would have fast, convenient train service to their campuses.

The woeful Security Square Mall in western Baltimore County would be given new life for residential, commercial and retail purposes.

The Red Line also would serve nearly every recreational and cultural event in downtown Baltimore.

For West Baltimore residents desperate for jobs, the Red Lines would be a crucial help line. Employment centers in diverse parts of the region suddenly would be within reach by rail connections.

Red Line logo

The 19 Red Line stations could become catalysts for small-scale economic growth and job-creation, too. That’s what has happened in other cities as new rail-transit lines open.

Let’s not forget, as well, the enormous economic boost that the Red Line and Purple Line would give Maryland’s still-lagging economy.

The Red Line alone means 10,000 direct construction and related jobs — all of them paying solid wages. These workers would earn $540 million, at a minimum, as the line is built. The economic impact is far larger if indirect jobs are counted.

For once, Baltimore would have a connected mass transit system, a key lacking ingredient in its attempt to attract the car-less, millennial generation to Charm City.

Forfeiting a Billion Dollars

Here’s another reason why Hogan’s rejection of the Red Line or Purple Line would be penny wise and pound foolish: There’s nearly a billion dollars of federal funds already budgeted for the two projects.

If Hogan tosses the planned routes in the waste can, all that federal money disappears. Maryland then goes to the back of a long line of cities seeking funds for mass transit projects of their own. New transit lines in Maryland would be set back a decade or more.

Yes, Hogan campaigned as a foe of the Red and Purple lines. If he’s smart, though, he will wiggle out of that bind by finding ways to trim construction costs and requiring a larger local match.

We tend to forget that while rapid rail is expensive to build initially — $3 billion for the Red and Purple lines — those tracks will serve the Central Maryland community, where most of the state’s citizens live, not for decades but for centuries.

The London Underground, with 270 stations, is over 150 years old and more popular than ever.

Governors must make hard, difficult choices. Giving the go-ahead on the two rapid rail lines might prove temporarily uncomfortable for Hogan but it is clearly the right thing to do — for future generations of Marylanders and for his own place in the history books.

Barry Rascovar’s blog is www.politicalmaryland.com. He can be reached at brascovar@hotmail.com.

Hogan’s ‘incredible’ maglev gaffe

By Barry Rascovar

June 8, 2015 –In the name of improved economic ties with Japan, Maryland Gov. Larry Hogan Jr. allowed himself to be used as a marketing tool for a pie-in-the-sky, ultra-expensive transportation project known as “maglev.”

Maglev train in Japan on test track.

Maglev train in Japan on test track.

It’s “an incredible experience” Hogan said of his 300-mile-an-hour ride on a test track in Japan during an economic development trip to Asia.

What’s really “incredible” is Hogan’s willingness to become a promoter of a still-emerging technology with eye-popping costs just as he nears a decision on building two crucial, but far cheaper, conventional mass-transit routes in Baltimore and the Washington suburbs that he previously called “too expensive.”

Supporters of maglev (magnetic levitation) say a Washington-to-Baltimore route would cost a mere $10 billion. Others says the price tag would be many times higher just for the first 40 miles of a route eventually stretching to New York.

Maglev, which glides on a cushion of air and is powered by super-conducting magnets, requires a straight track. It cannot use existing rail rights of way. Thus, the Baltimore-Washington route, through an intensely developed part of Maryland, will have to done by way of a 40-mile-long tunnel.

Now we’re talking REALLY big bucks.

Transformational?

Yet there was Maryland’s governor calling maglev “the future of transportation” that would be “incredibly transformative” for Maryland’s economy.

Huh?

It’s one thing to be polite and complimentary to your host on an overseas economic venture. It’s quite another to join hands with the promoter, the Japanese government, to support a Japanese company’s technology and request $27.8 million from the U.S. government to study a speculative maglev route between the nation’s capital and Charm City.

Just the notion that it won’t cost the state of Maryland one red cent if a Washington-to-Baltimore maglev becomes a reality — backers say it could be funded by Japan, a Japanese railroad and the U.S. government — is enough to wonder what was in the water Hogan drank while in Tokyo.

Hogan and wife Yumi on the test maglev train in Japan

Gov. Larry Hogan and his wife, Yumi, aboard the experimental maglev train in Japan

Sure, it’s a great technology on a test track. But the first maglev train, built in Shanghai, China, has been a flop. That line is only 18 miles long, linking Shanghai’s international airport with a suburb: You still have to transfer to a cab or a light-rail line to reach Shanghai’s downtown.

That route was built by German companies as a sales tool. It didn’t work. When it came time to select a technology for an 800-mile super-speed line between Shanghai and Beijing, the Chinese government chose a proven, wheels-on-track bullet-train.

Shouldn’t that tell Hogan something?

Facing Reality

Better to improve what you have with the limited transportation money on hand than jump into a questionable technology that isn’t ready for prime time and costs a fortune.

Does Hogan truly expect the budget-cutting Republican Congress to approve spending tens of billions of dollars on a maglev route through a heavily Democratic state?

Where’s the money going to come from now that Congress refuses to raise the federal gasoline tax — the main source of federal transportation funding?

Congress almost certainly would require Maryland to ante up a big chunk of the money, 50 percent or more.

Transportation Challenges

Hogan has limited state transportation funds and far too many priorities to address. Why divert state resources and waste the time of the state’s transit experts when you’re already faced with:

  • A decision on the Red Line for Baltimore, an absolutely pivotal project.
  • A decision on the Washington area’s Purple Line serving the state’s two most populous and congested counties.
  • A decision on a badly needed new rail tunnel through Baltimore. This directly affects the future of Maryland’s leading economic engine — the Port of Baltimore.
  • A decision on vastly improving Maryland’s commuter-rail line, MARC, so that its popularity continues to grow.
  • A decision on major repairs or replacement of railroad bridges over the Susquehanna, Bush and Gunpowder rivers.
  • A decision on how quickly to repair/replace dozens of deteriorating highway bridges throughout Maryland.
  • A decision on replacing the scary, congested, 75-year-old, two-lane, deteriorating Gov. Harry W. Nice Bridge over the Potomac River in Southern Maryland — a billion-dollar-plus project.
Gov. Harry Nice Bridge in Southern Maryland

Gov. Harry W. Nice Bridge crossing the Potomac River in Southern Maryland

With all this on his transportation plate, why in the world would Hogan champion a highly questionable maglev project with a stratospheric price tag and a completion date so far in the future it can’t be seen?

(Note: Japan is building a 175-mile maglev rail line between Tokyo and Nagoya. Construction started last year. The opening date? 2027.)

Unresolved Questions

Maglev is a great idea yet to be fully proven as a power source for long-distance travel. Oodles of engineering and technical issues remain unresolved. Huge political and geographic obstacles remain.

Isn’t it far more sensible to improve existing rail lines and projects nearing the construction stage?

Hogan didn’t help himself by making glowing maglev comments, signing a memorandum of cooperation with the Japanese government on maglev and announcing that he’s seeking federal funds to study a high-speed route in Maryland.

Instead, he needs to get serious about easing travel for Marylanders today, especially in the state’s most crowded regions.

Maglev should be taken off the table.

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Barry Rascovar’s blog is www.politicalmaryland.com. He can be reached at bracovar@hotmail.com.