PEARL STREET POWER LINES TO BE BURIED FOR 4500 EAST-WEST HIGHWAY PROJECT

Montgomery County officials made quite a publicity stunt out of the groundbreaking for 4500 East-West Highway Thursday.  The current McDonald's site is the future home of a new office building, as I reported many months ago.

One reader, Diarmaid McGleenan, provided some helpful details about the project.  The power lines along Pearl Street will be buried prior to demolition and construction activities.  Also, Montgomery Avenue will be reduced to 1 lane during off-peak hours, but expand back to 3 during most rush hour periods.

A good heads up for drivers traveling through that area.

But I thought the politicians' theatrics were a bit much.  The relevant point is not so much that new, Class A office buildings are rare, as if development in itself solves an economic problem. Rather, it's that new, Class A office buildings are rare because the county has failed to attract the large employers who create the demand for such space.

And that is hardly cause to congratulate themselves. Bring the jobs, and the office space will follow.

BETHESDA PURPLE LINE

TUNNEL

VS.

CAPITAL CRESCENT TRAIL

COMPLAINTS MORE

SUBSTANTIVE THAN

MEDIA, POLITICIAN

SOUND BYTES SUGGEST

Rail vs. Trail is more than question of

surface vs. underground

Another Robert Dyer @ Bethesda Row Exclusive!!!

The increasingly contentious battle over just what will end up inside the former B&O Railroad tunnel under Wisconsin Avenue in downtown Bethesda is a substantive dispute.

Certainly, the surface trail option is far from the end of the world. 47th Street to Leland St. to Bethesda Avenue is the proposal on the table. As some have noted, we are gaining a grade separated crossing at Connecticut Avenue, even while losing one in Bethesda. And the signal-controlled crossing at Wisconsin - while risky - is more orderly than the non-controlled crossing at Connecticut.

But, of course, that is a bit of a red herring because we are guaranteed to get the Connecticut crossing regardless of the outcome in Bethesda.

With so much money at stake, it's worth reviewing some of the specific issues that haven't really been considered in the public narrative of Big Waste of Money Bike Tunnel vs. Bike Safety Catastrophe.

INCLINED TO DISAGREE

This is an ironic debate to be having when you consider that we are comparing a railbed trail with a vehicular street. The whole raison d'etre of the Rails to Trails movement - from a cyclist/runner perspective - was that the smooth and consistent gradation of rail lines made them ideal for this recreational use. It's not well known today, but the B&O Railroad was known for their engineering prowess over a century ago. This particular line, the Georgetown Branch, has been recognized as an engineering triumph by a textbook on the subject.

So when we talk about the tunnel vs. surface, or even the fairly wacky "Trail Over Trains" tubeway tunnel proposal, it should be noted that either change will add a steeper grade to this segment of the trail.

If the surface option is chosen, the obvious fact is that Bethesda Avenue eastbound to 355 is fairly steep. This presents a problem for more casual cyclists, senior citizens and the disabled. Sure, there's a bridge at River Road, but you have the option to bypass it if you want.

BIKE COMMUTING INCENTIVE

There are some cyclists who enjoy traveling on roads amidst vehicular traffic. But as an advocate of bicycle projects and connectivity, the surface route is a disincentive to people who may be considering a switch to bike commuting.

I'm thinking of two categories: casual riders and experienced professional riders. What do they have in common?

I believe there is a selling point to bike facilities with direct intercity connections that are separated from auto and pedestrian traffic. A selling point that appeals to those two groups in particular.

For the casual rider, it means no worry about cars at all, and keeping the pace comfortable for you. At the same time, a rider who is comfortable going fast can take advantage of the greatest commuter benefit available: blasting from home to work with no red lights, no stop-and-go traffic and no bike-car accidents. Say you live in Bethesda and work in Georgetown or on K Street. The CCT will be ideal for commuting for those riders.

This appeal, and regional trail linkage, will present the greatest appeal for potential bike commuters. That will be hurt by a surface route.

ECONOMIC IMPACT

While Zen Tara Tea, Jimmy Johns and other businesses on upper Bethesda Avenue would gain from a street CCT route, there's no question that Mon Ami Gabi, Bethesda Row Cinema and Haagen Dazs would lose business if riders and joggers no longer pass by when exiting the tunnel. At the same time, I always felt the trains should absolutely come into the tunnel, and that people should be able to exit the station directly into Bethesda Row there. That is a world-class configuration. Have dinner at Bethesda Row, then walk over to the Purple Line and head to a concert at the Fillmore. Those type of activities would not be facilitated if riders have to walk up to Wisconsin Avenue.

Likewise, it is almost unthinkable to demolish the Apex and/or Air Rights Buildings. Destroying the only mainstream multiplex in town would hardly promote a "walkable" lifestyle.

KEEPING THEIR WORD

Yes, the tunnel cost is excessive during a tough time. But these politicians and developers promised the tunnel in exchange for certain groups' support.

How can they resolve this? It's their problem, not ours. They made the promise. So they can't punish the public for not keeping their word.

I recall that the council said they couldn't break their word to Costco and Live Nation when writing huge checks to those wealthy companies. Can they break their word to citizens groups?

It means they'll need to collect a facility restoration tax on developers building along the Purple Line. And move money from pet projects to this.

There's no question officials are "in quite a pickle" as Derek "Clarksburg" Berlage once said.

PRAISE FOR METRO,

DC STREETCARS

FROM

CANADA, EH

You think you've got it bad! Metro is in serious trouble. Endless track work will continue indefinitely, yet all the work done so far has yielded no tangible or quantifiable benefit discernable to riders. Stations will be closed again on weekends. Riders are returning to cars in droves, even as ridership rises in other cities.

Metro's solution? Charge more than it costs most people to drive for a daily round trip. That should win people over!

I still love our Metro system and its distinctive architecture. It is actually a real subway inside most of DC, which has become a lost art in transit. When did planners suddenly decide that underground subways were obsolete? They allow convenient routing through developed areas without demolitions, offer optimal station placement, travel faster than light rail, create no mess of wires and equipment on urban streets, and are protected from bad weather.

The fact is that developer-beholden politicians don't want to spend subway money, even as they want to facilitate transit-oriented-development everywhere possible. This is how you end up with BRT and light rail. And a Metro Silver Line with no parking for actual human beings who might use it.

So it's not surprising to hear negative reactions to a new subway proposed in Toronto. But you might be surprised to hear praise from Canada for the DC area's rail transit system.

A gent named Peter Witt responded to a comment section debate on a Toronto website with this advice:

"Try visiting Washington, D.C., a metro region the size of the GTA (Greater Toronto Area) where they are BUILDING FIVE STREETCAR LINES IN A CITY WHOSE SUBWAY SYSTEM KICKS THE TTC'S (Toronto Subway's) (fill in the blank). Aargh."

Sounds like things could be worse. While advocating for completion of our highway and transit system, sometimes you have to stop and marvel at our Metro system and Capital Beltway: impressive achievements that apparently could not be built today.