Next Action Steps for Repealing the Farebox Recovery Mandate

Over the last couple of weeks, you wrote to your delegates in the House to tell them to repeal the farebox recovery mandate.

The farebox recovery mandate is a state rule that says 35% of the total operating costs for MTA's Baltimore area services must be recovered from fares and other revenues. This forces MTA to be regressive, it stifles ingenuity in route planning and service delivery, and it prevents forward thinking conversations around public transport from occurring. 

Thanks to your action on the House side, this issue is now coming up for vote in the Senate, and we once again are calling on you to take action. The vote should take place today, so send your email now!
 

Tell your Senator to vote yes on SB 484 using the form below!

→ Read more about the farebox recovery mandate. 

Repeal the Farebox Recovery Mandate!

As transportation advocates, it is sometimes necessary to zoom out on an issue and look to understand why Baltimore City has not seen the level of transportation investment of our peer cities. 

Repealing the fare box recovery mandate is the first wall people who care about progressive transportation reform must knock down in order to further the debate on how and where we make investments in public transport. 

So whether you ride a bike or take a bus, we urge you to contact your lawmakers and tell them to support HB0271, which will repeal MTA's farebox recovery mandate.

Tell your legislators to vote YES on repealing the farebox recovery mandate:

More On Repealing the Farebox Recovery Mandate

The farebox recovery mandate is a state rule that says 35% of the total operating costs for MTA's Baltimore area services must be recovered from fares and other revenues. This mandate only applies to MTA's services in Baltimore, not other jurisdictions. This mandate on public transport service in the Baltimore area is just one of three aggressive mandates nationwide, and it is the highest mandate in the country. 

The MTA has never met the farebox recovery mandate. But since they're legally mandated to try, they have had to focus on cost cutting instead of service improvements that could bring additional revenue and ridership. This forces MTA to be regressive, it stifles ingenuity in route planning and service delivery, and it prevents forward thinking conversations around public transport from occurring. 

If we want to advance the dialogue in our city and state around progressive transportation funding and safe, reliable access for all road users, we have to start by addressing this major barrier. 

Thank you to Delegate Brooke Lierman for introducing HB0271. Co-sponsors include Delegates Anderson, Barron, Beidle, Branch, Clippinger, Ebersole, Glenn, Hayes, Hettleman, Korman, Lafferty, R. Lewis, McCray, Oaks, Robinson, and M. Washington. 

Other advocates for this bill include: Get Maryland Moving, the Central Maryland Transportation Alliance, the Baltimore Transit Equity Coalition, the Baltimore Community Foundation, and the Baltimore Sun Editorial Board. 

Our Next Campaign: Complete Streets

Separated bike lanes on Guadalupe Street in Austin, TX. Photo courtesy of the Plantizen, City of Austin.

In Bikemore’s short history we’ve managed to deliver tangible wins for people who bike. But the bike has always been a tool to tell a bigger story, to do bigger work. We value principles, standards, and policies that make cities healthy, safe, vibrant places to live. The time has come for us to be bolder in our advocacy and think beyond a single bike lane or a crosswalk. We must seek comprehensive policy reform for how we design our streets.

Today we launch our campaign for an improved Complete Streets Policy for Baltimore. Partnering with lead sponsor Councilman Ryan Dorsey, we are building a coalition of diverse stakeholders who believe all neighborhoods deserve streets that prioritize the safety of people over the movement of cars. Complete Streets save lives by preventing chronic diseases, reducing injury and death from traffic crashes, and improving environmental health — while stimulating economic development and ensuring access for all people.

This legislation builds on an existing resolution established in 2010. The previous bill lacked specificity and contained significant loopholes that resulted in little forward progress since its enactment. Millions of dollars were spent on road improvement projects that did little to improve the safety of people who walk and bike. Our new policy does two key things: It creates a framework to distribute resources for Complete Streets through a lens of racial equity, and creates a policy that requires that design solutions consider all modes of travel — not just driving in a car. This means more bike lanes, better sidewalks, safer intersections, cleaner bus stops and more street trees.

How can you help?

Sign on to support our Complete Streets legislation and read our policy brief. This is the best way to get advocacy alerts related to Complete Streets. Be on the lookout in the coming weeks for requests for testimony and prompts to encourage your representatives to support this ordinance.

And lastly, consider a donation to Bikemore. Your financial support will determine the scale of our campaign. Complete Streets are better for everyone, regardless of if you choose to walk, bike, take the bus or drive a car. Let’s make sure we have the resources to build widespread support for this common sense legislation.

Priorities: Spending Millions on Central Avenue for More of the Same

This is the second in a series of posts highlighting present—and flawed—planning priorities in Baltimore City.

Portions of Lancaster Street, Central Avenue, and Aliceanna Street are being closed as construction begins on the Harbor Point Connector Bridge. This bridge seeks to accommodate the anticipated increased traffic from the many mixed-use construction projects underway in Harbor Point, including the new Exelon headquarters.

The reconstruction of Central Avenue has been underway since 2012. Phase I, which spanned from Madison Street to Baltimore Street, was completed in 2015. Phase II began several weeks ago and will cost $47.5 million, $10 million of which is from the Harbor Point TIF.

Phase II also represents the City's first design/build project. Design/build projects award both design and construction to the same contractor in an effort to expedite project timeline. In this case, the request for proposals was issued in March of 2016 and awarded in July of 2016. Construction is beginning just six months later, and folks could be driving across the new bridge by the end of this year.

Baltimore City needed to move quickly to address the transportation challenges created by moving thousands of jobs to a peninsula with limited access points. As a result, this project has numerous missed opportunities, and has highlighted dysfunction within the Baltimore City Department of Transportation.

Ignoring Complete Streets: Planning for Cars, Not People

The Phase II project area of Central Avenue currently has two lanes of traffic in each direction, a center turn lane, and substandard, unsafe bike lanes. After a $47.5 million rebuild, it will have the exact same configuration.

Too wide, too dangerous: Central Avenue retains prior configuration after $47.5 million rebuild.

The new Central Avenue bridge will feature a mixed use path, and narrow standard bike lanes, but no protected bike infrastructure alongside 4 lanes of car traffic.

We know that developments without real infrastructure to encourage people to shift from driving will result in more of the same: more cars, more congestion. It's unclear why large scale developments in the most traffic-choked parts of Baltimore are allowed to move forward without robust investments in multi-modal transportation solutions. 

Bikemore requested a more adequate Complete Streets treatment during Phase I construction in 2012. Instead, automobile throughput was prioritized, and "sharrows" were installed against Department of Transportation's own policy. Now, the failure to design adequately in Phase I is used as an excuse to make the same mistakes in Phase II in the interest of "promoting continuity."

The Central Avenue project website describes Phase I "Sharrows" as Dedicated Bike Lanes.

Cities across the country recognize that adding and retaining travel lanes for private automobiles induces demand and leads to more congestion. Baltimore must join them in moving away from road expansion, and instead invest in meaningful improvements that actually remove cars from the road.

Our 2010 Complete Streets Resolution, and subsequent Department of Transportation policy, says as much. Why, over six years later, do these two policies continue to be sidestepped? Why has no system of accountability been put in place and enforced? 

Why are we spending $47.5 million to force people to unsafely walk and bike alongside traffic that will attain speeds in excess of 40mph in one of the densest areas of our city?

A simple fix could provide protected bike lanes and 10 feet of additional pedestrian refuge.

Not every street needs a state-of-the-art bicycle facility. But every street that receives federal and state funding should be evaluated to safely include all road users. It's the law. There was a way to make Central Avenue do more for the city, but for now, we're getting a highway offramp to Harbor Point.

Project Inequity

Bikemore spent four years fighting to get the Maryland Avenue protected bike lane installed, a project roughly 2% the cost of Central Avenue Phase II. Throughout that fight we were told that long project timelines are par for the course. In meetings with Department of Transportation, Interim Director Frank Murphy is adamant that the capital process cannot be shortened. But here we are, in wealthy Harbor Point, where design and build of a major bridge may happen in 12 months.

People of color and older adults are overrepresented in pedestrian deaths. Pedestrian deaths are also correlated with median household incomes and rates of uninsured individuals. - Dangerous by Design, 2017

Inadequate design has deadly consequences, and disproportionately impacts those that can least afford to be injured. Yet in large capital investments, Baltimore continues to prioritize accommodating cars from outside of the city. Decision-makers continue to double-down on the myth that in order to grow, attract, or retain business we must make it convenient and fast to get into Baltimore by car.

Traffic congestion does harm business, but only when it's allowed to reach a certain degree. When you design public spaces that allocate too much space for private vehicles, everyone loses. When you don't push forward on projects that seek to improve the lives of residents that need it the most, you hold back the entire city. We must reject anecdotes from CEOs stuck in moderate traffic, and rely on the volumes of environmental, public health, and transportation data that tells us there is a better way.

Countless improvement projects are awaiting design, approval, or signatures to inch closer toward construction. The pace at which these improvements are being implemented, compared to projects like Central Avenue, is maddening, harmful, and inequitable.

The future of Baltimore is dependent on a Department of Transportation that is willing to put forth bold, innovative ideas that begin to address the most pressing transportation challenges of our residents.

→  Be sure you're subscribed to our email list for an upcoming update on how you can support Complete Streets in Baltimore! 

Priorities: Southeast Transportation Vision Wrongly Puts County Residents First

This is the first in a series of posts highlighting present—and flawed—planning priorities in Baltimore City.

According to the Harvard-based Equality of Opportunity Project, every year a child spends growing up in Baltimore City lowers their household income by .86%. This means that by adulthood, a child who grows up in Baltimore City faces a likely earnings deficit of 17% compared to the national average.

We know from the same study that access to transportation—specifically commute times—are the #1 factor in upward mobility. 

Armed with this information, cities across the country have been investing in bicycling, walking, and public transportation options that provide safe, reliable, and efficient access to jobs and opportunity for city residents.

Despite incremental improvements like launching bike share and the construction of the Downtown Bike Network, Baltimore has yet to make the level of investment necessary that could truly transform how people travel inside the city. 33% of Baltimore City residents lack access to a car. That number climbs to almost 80% in East, West, and North Central Baltimore. Despite these figures, Baltimore has historically invested in promoting automobile throughput for county commuters at the expense of city residents, disproportionately, and at times deliberately, damaging communities of color.

As a result, it's often easier for a resident of Baltimore County to drive to work in Baltimore City than it is for a city resident to get to that same job by walking, biking, or taking public transit. This reinforces Baltimore's segregationist, racist history.

Unlike many other seemingly intractable problems Baltimore faces, this one has an easy fix: it simply requires the political will to stop spending money on wasteful road projects that benefit county commuters over city residents. 

Let's take the Southeast Strategic Transportation Vision as an example. This study began in coordination with the Red Line to address transportation challenges in Southeast Baltimore. When Governor Hogan canceled the Red Line, Baltimore City Department of Transportation was tasked with updating the study to offset the loss of a rail transit line.

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The result can be seen in the screen captures of the plan above. Between June 2015 (left) and present (right), a $150 million viaduct around the railroad tracks on Boston Street and a $50 million widening of less than one mile of Boston Street were added to the plan.

Let's map that out.

Here's what $50 million spent on less than a mile of road widening looks like:

Here's what $50 million spent on protected bike infrastructure for Baltimore City residents could look like:

Here's what $150 million spent on a viaduct around the Boston Street railroad tracks looks like:

And here's what that same $150 million spent on providing high quality, dedicated bus lanes for the proposed CityLink frequent bus network could look like:

This isn't a joke. A $200 million investment could build paint dedicated lanes for our entire frequent bus network, build our entire bike network envisioned in the bike master plan, and provide bike share for every neighborhood in Baltimore City. Or, it could build one mile of new, expanded roadway.

The latter is slated to become official transportation policy with the passage of the Southeast Strategic Transportation Vision.

We can change these priorities. We're making progress.

Bikemore's #ibikeivote campaign brought transportation to the forefront of political campaigns for city council and mayor, and prompted discussion about equity in transportation funding. We are partnering with Councilman Ryan Dorsey on passing stronger, equity focused complete streets legislation that will make proposals and decisions to fund roadway expansion at the expense of other transportation options much more difficult. And Mayor Catherine Pugh and her team are seeking a new Director of Transportation with a background in complete streets and livable cities.

But citywide, from our elected officials to our planners to our residents, we must finally recognize that people who drive into Baltimore from the counties are not the saviors of our city, but providing safe, convenient ways to walk, bike, and take reliable public transportation can be.

→  Be sure you're subscribed to our email list for an upcoming update on how you can support Complete Streets in Baltimore!