Tag Archives: Maryland

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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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.”

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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.

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.

Heartbreaking Failure of Leadership

By Barry Rascovar

May 4, 2015 — Baltimore deserves better. The citizens of Charm City, black and white, dutifully worked for decades to overcome obstacles of urban decline, including poverty and joblessness, with the goal of creating a thriving neo-urban, multi-racial environment attractive to residents and employers.

Those intent on achieving that dream have suffered a heartbreaking setback.

Failure of Leadership

Baltimore’s younger generation of African Americans decided anger and violence were more important than taking constructive steps toward empowerment.

They seized on a failure of leadership at multiple levels and drove their inflammatory actions, like a spear, through Charm City’s armor.

Partial Responsibility

The roots of this civil unrest will be analyzed for decades.

One obvious flash point could become a bone of contention in the Democratic presidential campaign. Another could dominate next year’s election for mayor.

History may record that both Martin O’Malley and Stephanie Rawlings-Blake, mayors past and present, bear partial responsibility for what went wrong in Baltimore over the last week.

O’Malley, who has set his sights on the U.S. presidency, won election in 1999 to Baltimore’s top position with the courageous support of Rawlings-Blake’s father, Del. Howard “Pete” Rawlings, one of the most influential power brokers in the Maryland General Assembly and a staunch defender of black Baltimore.

The O’Malley mayoral campaign of 1999 centered on the need for tougher police enforcement after eight years of a failed community policing policy under Baltimore’s first elected black mayor, Kurt Schmoke.

Indeed, O’Malley made a name for himself on the Baltimore City Council as a persistent critic of the soft, ineffective policing tactics put in place by Commissioner Thomas Frazier.

Discontent with Violence

Baltimore is a heavily African American city. For a white to win the city’s top elected post speaks volumes about the discontent with the violence and rising crime rate in 1999. Pete Rawlings’ endorsement of O’Malley over two major black contenders proved pivotal.

Martin O’Malley came into office promising a tough law-and-order stance that would deter crime. He initiated a zero-tolerance approach based on New York City’s successful “broken windows” theory — go after petty crimes, such as vandalism or a broken window, and it would prevent more serious criminal action. Young blacks simply congregating on street corners ended up in jail on suspicion of drug dealing.

Over 100,000 arrests were made one year (in a city of 650,000). O’Malley also embraced New York City’s statistical analysis, renamed Citistat, to pinpoint crime hotspots.

The two initiatives led to a dramatic drop in law-breaking. At the time, O’Malley was lauded for his tough stance that seemed to have made Baltimore safer. It also eased the way for his reelection as mayor.

Residue of Anger

But zero-tolerance sowed the seeds of discontent and bitterness among young black men. Much of the fury expressed on the city’s streets last week flowed from those mass-arrest sweeps and the targeting by police of young blacks during the O’Malley years.

His tough-on-crime approach as mayor stands in stark contrast to O’Malley’s current attempt to position himself as the ultra-liberal alternative to Hillary Clinton. Indeed, zero-tolerance policing is the antithesis of what Democratic liberals believe in.

His hard line on law enforcement could well dog O’Malley during presidential campaign debates and interviews.

His successor as mayor, Sheila Dixon, quickly discarded O’Malley’s zero tolerance strategy in favor of a more humanizing law-enforcement tool — increased on-the-street patrols and closer affiliation with community groups.

O-Malley and Rawlings-Blake

Mayors past and present in happier times

Rawlings-Blake has continued that less confrontational approach to policing.

Some now contend the mayor’s permissiveness on that first night of clashes encouraged young blacks to engage in looting, arson and attacks on policemen and firefighters knowing there would be no crackdown.

In hindsight, the mayor’s critics may have a point. But on-the-spot decisions are easily faulted after the fact.

No Rapid Response

Rawlings-Blake will be dogged over the next year and a half by those who point to her failure to go after the miscreants immediately — before the violence got out of hand.

Her mystifying refusal to request help from Gov. Larry Hogan Jr. in the critical hours leading up to the outbreak of lawlessness now looks like a tragic mistake. Her standoffishness from the governor since then defies explanation.

Prior to last week’s upheaval, Rawlings-Blake looked like an easy winner in next year’s mayoral election.

That’s no longer the case — especially with the hero-worshipping status accorded Baltimore’s new state’s attorney, Marilyn Mosby, who rushed to charge six police officers with a kitchen sink of wrondoing.

Winning convictions may prove infinitely harder, though, which could color the public’s perception of Mosby in the months ahead.

Former Mayor Dixon looms as a potential contender, too.

Clearly, Rawlings-Blake has some serious repair work to do politically, once things return to normal in Baltimore, if she hopes to remain in the mayor’s office for another term.

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

Hogan’s Choice

By Barry Rascovar

April 13, 2015 — Has Gov. Larry Hogan Jr. overplayed his hand? We’ll find out today as the Maryland General Assembly tries to wrap up its 2015 session.

Hogan's Choice on budget compromises

Gov. Larry Hogan Jr.

Hogan has two choices: Continue to play hardball with the Democratic legislature and risk losing all of his legislative priorities, or negotiate a settlement that gives everyone partial victory.

The first choice is really the nuclear option.

Hogan already has dug in his heels a couple of times in budget negotiations by demanding full passage of his partisan agenda that Democrats find unacceptable. Meanwhile, he says he won’t give Democrats what they want on education, Medicare and salary adjustments.

Another Ehrlich?

This “my way or the highway” approach is what punctured former Republican Gov. Bob Ehrlich’s balloon and led to four years of bitterness and open warfare between the political parties in Annapolis.

Does Republican Hogan, who was part of the Ehrlich administration, wish to go down that dead-end road again?

He shouldn’t misread the election results. This state remains heavily Democratic, as reflected by the make-up of the General Assembly. For a Republican governor, power-sharing is the only rational road to travel — if you want to make headway on your goals and win reelection.

Today, Hogan must decide if he wants to fight or smoke a peace pipe. It shouldn’t be a difficult call.

Shrinking Budgets

Even if he gives Democrats what they want in the budget, Hogan still has achieved his immediate objective — sharply lowering Maryland’s structural deficit and sending a clear signal that more slimmed-down budgets are coming.

Hogan is in control. But he could lose that advantage if he touches the third rail of Democratic politics in Maryland — aid to education.

A sharp cutback in state education funding for large Democratic subdivisions would be met by howls of protests by parents. It might well lead to teacher layoffs, larger class sizes and bitter anger in those subdivisions.

Why risk hostility that could sabotage cooperation with the Democratic legislature over the next three years and foreclose chances of Hogan gaining Assembly approval of his promised tax cuts?

Negotiating Tactics

So far, the governor has played the budget negotiating game well. He’s kept Democratic leaders off-balance. He’s already moved Democrats in his direction.

Indeed, he made them look foolish on their efforts to strip money from state worker and teacher pension accounts. He’s also won concessions on a handful of bills he wants passed.

If he cuts a deal at this stage and declares victory, Hogan will emerge from the session with incremental successes and few hard feelings on the Democratic side.

That’s not a bad outcome given the fact that most legislative triumphs take more than one session to achieve — and that legislative victories for a Republican governor in Maryland are always difficult.

Of course, compromise won’t please hard-edged  conservative Republicans who will accept nothing less than Democratic capitulation. Hogan would be wise to ignore them and focus on the bigger picture.

He’s got four years to construct a positive list of accomplishments. He’s made a sound start over the past 90 days. He’d be foolish to blow it at this late stage.

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

Fracking Follies in Annapolis

By Barry Rascovar

March 30, 2015 — Shakespeare, as usual, had it right. “Full of sound and fury signifying nothing.” That describes the squabbling in Annapolis over hydraulic fracturing, commonly known as “fracking.”

It is Maryland’s phantom issue.

Environmentalists and do-gooder legislators are panicked that fracking will mean earthquakes, tainted drinking water, dirty air, despoliation of pristine farmland and other biblical plagues. They want to bar this drilling procedure forever in Maryland.

fracking-2

Hydraulic Fracturing

 

Never mind that wide-spread fracking has been going on since 1950. In those 65 years, more than one million wells have been fracked, in which a combination of water, sand and chemicals is pumped under high pressure deep into shale formations. This fractures the rock and sends deposits of oil and/or natural gas gushing to the surface.

Low Oil Prices = No Fracking

There’s only a tiny part of Maryland where hydraulic fracturing into the gas-rich Marcellus Shale formation is viable — in far Western Maryland, i.e., portions of Garrett County and a bit of Allegany County. The number of farmers who might benefit from oil and gas royalties is very small.

Moreover, no oil or gas driller is interested in Maryland any longer. The steep plunge in oil and gas prices makes fracking in the state far too costly now or any time in the foreseeable future.

So the arguments in Annapolis are largely speculative.

Environmentalists continue to spout off about the doom and gloom that will descend on Maryland if fracking is allowed — part of a larger argument by environmental zealots who seek to ban coal and even gas-fired power plants, nuclear power plants, the export of liquified natural gas, as well as wind farms in state parks (they won that fight) and wind farms on the lower Eastern Shore.

O’Malley Study

The O’Malley administration, never a friend of business-development if it bumped up against the fears of the environmental community, forbid fracking for three years while it conducted a lengthy, in-depth, scientific study.

The results pleased no one: The research showed fracking could be done safely in Maryland, but only under very strict state supervision — the strictest rules in the nation.

Even that hasn’t made environmentalists happy. Nothing short of a permanent ban will satisfy them.

A bill imposing another three-year moratorium — totally meaningless in today’s low-cost energy world — has made it out of the House of Delegates. Prospects in the Senate are less certain. The bill calls for a 36-month study that would largely duplicate the O’Malley administration’s extensive research.

Meanwhile, a Senate bill, sponsored by Sen. Bobby Zirkin of Baltimore County, offers an even more extreme step that kills any possibility of fracking coming to Maryland.

It creates extraordinary legal liability standards, calling fracking “ultrahazardous and abnormally dangerous” and requires a $10 million insurance policy that must be in place for six years after drilling ends.

Few Side Effects

Funny thing: Over the past 65 years, fracking has been conducted without much in the way of negative side effects.

The industry has used fracking over 1 million times and the number of “ultrahazardous” outcomes has been tiny.

“Abnormally dangerous”? It would be hard to make that assertion stand up statistically.

It would be as if the Maryland legislature declared airplane travel “ultrahazardous and abnormally dangerous” due to a few highly publicized crashes — even though the odds of being killed this way are 1 in 30 million.

The fracking follies in Annapolis are a case of populist rhetoric run amuck. It’s a do-gooder attempt to outlaw something that is no longer on the radar screen in Maryland — and won’t be for years or decades to come.

Waste of Energy

Making it impossible for oil and natural gas companies to drill in Maryland — even under exceptionally close state supervision — is the sort of anti-business hostility Gov. Larry Hogan Jr. may not be able to tolerate.

A veto could await either the House bill or the Senate bill.

Still, all of this is academic — an exercise in wasted energy.

As long as oil and gas prices remain depressed, fracking has zero future in Maryland. The legislature has better things to do in its remaining days before its April 13 adjournment.

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Phony ‘Rain Tax’ War

By Barry Rascovar

March 24, 2015 — Opponents, especially Gov. Larry Hogan Jr., deceptively call it the “rain tax.” But the name and the issue are about as phony as a three-dollar bill.

Hogan used his mischaracterization of the stormwater remediation fee to great effect in winning the governorship. “Why they’re even taxing the rain!” he exclaimed in a highly effective TV ad.

Gov. Larry Hogan Jr.

Governor Larry Hogan Jr.

It’s actually a broad user fee based on how much stormwater pollution flows from roofs and parking surfaces — runoff that can cause great harm if it ends up in the Chesapeake Bay.

Hogan turned this into a political anti-tax, anti-government crusade. For him, this unconscionable levy showed the overreach of the O’Malley administration, which taxed anything that moved to fund an ever-growing list of do-gooder social programs.

Hidden Facts

His propaganda pitch worked; now Hogan is governor.

He pledged to eliminate the “rain tax.” but It isn’t working out that way.

Here’s a fact Hogan never told voters: Even if he could eliminate the “rain tax,” that step wouldn’t lower state or county spending by a penny.

Indeed, wiping out the “rain tax” would have zero impact on Hogan’s state budget. Repeat: zero impact.

It would affect some county taxpayers who now are assessed a stormwater remediation fee on their annual property tax bill. They could see their county taxes lowered minimally.

Another Catch

Here’s another catch: In each of the 10 jurisdictions affected by the “rain tax,” eliminating the levy could force county officials to make cuts in other programs like schools and public works.

It would be a lose-lose scenario.

That’s because these counties and Baltimore City are under a federal mandate to reduce polluted stormwater pouring into the bay. With or without the “rain tax,” they are required to continue paying for costly stream restoration and other cleanup efforts.

For example, Baltimore County spends $22 million a year on its remediation work. That money comes from the “rain tax.”

Eliminate the levy and the county still must come up with $22 million for those environmental-protection projects. That’s about the cost of a new elementary school.

In other words, it’s a zero-sum game.

If Hogan were to get his way, county governments would be squeezed to find money for those mandated environmental activities. Other programs financed by the counties would take the hit, be it schools, government-worker pay raises, road repairs or social programs.

Symbolic Reduction

Baltimore County Executive Kevin Kamenetz already has made a symbolic reduction in his county’s stormwater remediation fee, lowering the levy by one-third. He found roughly $8 million of savings in his budget that now will be used for these anti-pollution projects.

Stream restoration

Stream restoration project in Baltimore County

The county’s stormwater remediation work continues unimpeded. In future years, though, it could become increasingly difficult to find that extra money without cutting back in other areas.

 

Miller’s Plan

On the state level, symbolism is the name of the game, too.

Senate President Mike Miller, the most astute political mind in Annapolis, came up with the ideal Democratic response to Republican Hogan’s “no rain tax” demand.

Miller won unanimous Senate approval for his bill that makes the county remediation fee optional.

If Frederick County, Harford County or Carroll County wants to get rid of the fee totally, they are free to do so. But they still have to ante up millions to finance a long list of remediation projects.

That burden remains.

Indeed, Miller’s bill requires those counties to specify their remediation efforts and identify how they will be funded. Failure to do so could lead to a loss of state dollars.

Smarter county officials, who understand the value of spreading the tax burden for these anti-pollution efforts, could continue their fees under Miller’s bill. They won’t have to limit other county programs to make room for mandated remediation projects.

Curious Debate

Whether Miller’s “rain tax” option makes it through the House of Delegates is in doubt. Some Democrats there want to keep the current fee in place, despite the political advantage it gives Hogan and his conservative allies.

It’s one of the more curious debates to grip Annapolis in years.

No state taxes are involved.

No county saves a penny if Hogan gets his way.

The stormwater anti-pollution programs must continue — unless a county wants to get sued by the federal Environmental Protection Agency.

Miller’s compromise bill offers a sensible way out for everyone. That’s why Hogan has thrown his support behind it.

Regardless of the outcome, this phony “rain tax” war will continue. Hogan will milk it for all it is worth — even if the facts aren’t on his side.

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