Monthly Archives: June 2015

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.”

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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.

Presidential Dreamin’

By Barry Rascovar

June 1, 2015 — What a surprise. . . . Martin O’Malley is running for president.

Gov. Martin O'Malley

Martin O’Malley

It’s now official but it hardly was a secret Maryland’s former governor and Baltimore’s former mayor would be spending the next nine months trooping around Iowa, New Hampshire, South Carolina and other key Democratic primary states.

At the moment, he’s a long, longshot. Ireland’s largest bookmaker, Paddy Power, puts O’Malley’s chances at 25-to-1. (Let’s hope he plucked some four-leaf clovers when he visited the Old Sod recently.)

That’s better than the odds on Vermont Sen. Bernie Sanders (33-to-1) or former Virginia Sen. Jim Webb (50-to-1), but they’re not O’Malley’s problem.

Climbing to the Top

Mount Hillary is the former governor’s Mount Everest of a challenge. Hillary Clinton is given an even-money chance of winning the presidency by Paddy Power. (Her closest rival, according to the bookmaker, is Republican Jeb Bush. His odds are 7-to-2.)

The latest (May 28) Quinnipiac Poll shows Clinton with 57 percent of the Democratic primary vote. O’Malley is a whopping 56 percent points behind.

Sanders registered a respectable 15 percent, Vice President Joe Biden (who may not even become a candidate) had 9 percent of the Democratic vote, and O’Malley was tied at 1 percent with Webb and former Rhode Island Governor and Senator Lincoln Chaffee.

Clearly, Martin O’Malley has a huge, almost impossible, challenge in front of him.

But we’re talking politics, here, not statistical mathematics. Anything can happen. And sometimes does.

Remember 1976, when a little-known ex-Georgia governor surprised everyone and not only won the Democratic nomination but went on to defeat President Gerald Ford?

Jimmy Carter was such a no-name that when he campaigned in Annapolis in the summer of 1975, I wrote him off after listening to him deliver a mundane speech to a dozen or so retired officers at the Naval Reserve Club.

So much for my crystal-ball abilities.

That Arkansas Governor

And remember when a former Arkansas governor came from behind to defeat the likes of Iowa Sen. Tom Harkin and Massachusetts Sen. Paul Tsongas to win the Democratic presidential nomination?

Bill Clinton even lost the Maryland primary to Tsongas, 43-36 percent, but ran the table in southern primary states.  He went on to defeat a sitting president, George Herbert Walker Bush.

In politics, miracles can happen.

It takes high-voltage energy, intestinal fortitude, the guts of a burglar, a solid record in government, a strong message and the determination to succeed no matter how bleak the situation.

O’Malley has all those attributes. He proved that when he ran for mayor of Baltimore in 1999 as a distinct underdog — the only white candidate in a minority-majority city. He shocked a lot of people by putting together a flawless campaign and winning fairly easily.

Then in 2006, O’Malley took on an incumbent governor, Republican Bob Ehrlich, and beat him convincingly.

But running a successful presidential campaign is in another, elite category — especially when you’re running against an overwhelming favorite whose husband remains the most popular politician in the nation and who would be the first woman to hold the country’s highest office.

Unknown to Voters

Hillary Clinton’s name recognition is near-100 percent. O’Malley’s is near-zero outside of certain political circles.

But O’Malley has the edge in actually running a large government bureaucracy, first in Baltimore and then in Annapolis. He has dealt with the tough urban issues and fiscal crises; he has crafted liberal legislative agendas and then negotiated his way to victory.

He is from a younger, more energetic generation than Hillary Clinton. He can even strum and sing his way to the presidency, if need be.

On the minus side, O’Malley will have trouble outliving has “zero tolerance” policing tactics he instituted in Baltimore as mayor. While mass arrests for petty crimes did, indeed, bring down the city’s crime rate, it embittered generations of blacks who took out their anger in a wave of civil unrest this April.

Zero tolerance is offensive to most liberal Democrats, and O’Malley may have trouble explaining his past support for that policing policy.

He also could have difficult explaining the dozens of taxes he imposed on Maryland citizens during his eight years as governor. By the time O’Malley left office, his unpopularity stemmed from his reputation as a relentless proponent of tax increases.

Republican Larry Hogan was elected governor last year by running successfully against O’Malley’s heavy-handed tax record. While this may not be a major detriment for O’Malley during the primaries, it could kill his chances of winning in a national general election.

At the moment, O’Malley’s candidacy seems hopeless. But what if Hillary Clinton has health problems (she’s already had one blood clot)? What if the “get Hillary” media and right-wing frenzy persuades her to withdraw?

What If. . .?

Or what if O’Malley’s solidly far-left agenda gains momentum in the early primaries among Democratic voters and he becomes the cover-boy favorite of the media and liberal interest groups?

It’s also likely that O’Malley has a back-up plan: Campaign like crazy throughout Iowa and New Hampshire, but if Clinton still buries him in an avalanche of votes, gracefully withdraw.

Then declare your abiding support for Hillary and fanatically campaign for Clinton around the country as  a surrogate.

Under this backup plan, O’Malley would aim for presidential elections in 2020 or 2024. He’d still be a relatively youthful (for a president) 56 or 60.

At the moment, O’Malley isn’t held in high regard in his home state. It’s not even certain he could win the Maryland primary.

Both U.S. senators and most of the state’s Democratic establishment are gung-ho backers of Hillary Clinton. The Clinton family is beloved in the state’s African American communities — a pivotal component in any Democratic primary.

Yet we’re nearly a year away from that election in Maryland. O’Malley has plenty of time to improve his position — and hope that the front-runner makes some fateful mistakes.

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