By Barry Rascovar
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.
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.
They only care about roads
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.
High cost of tunneling
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.
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.
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.
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.