Barry Rascovar, the former deputy editorial page editor of this paper, has in interesting -- if rather one-sided -- view of the recent improvements to the MARC system in his column in the Gazette newspapers.
In brief, it takes a glass-half-empty view of Gov. Martin O'Malley's recent investments in the commuter train system -- the purchase of 26 new diesel locomotives and 13 double-deck passenger cars. In Rascovar's view, the acquisitions are an improvement but fall far short of the system's needs. Taking a relatively easy shot, he derides O'Malley's recent photo-op calling attention to the arrival of the first of the locomotives, which are desperately needed to replace aging equipment that has led to frequent service breakdowns.
"These are significant steps in upgrading a chronically ignored mass transit system that never has been allowed to tap into its enormous potential," Rascovar writes. "Yet this $122 million package barely makes a dent in MARC's overall needs, despite O'Malley's hyped choo-choo ride."
If Rascovar were interested in context, he might have mentioned that these are particularly significant investments in a system that the previous two governors treated with a form of benign neglect. Neither Parris Glendening nor Bob Ehrlich tried to dismantle the system, but it wasn't a top priority for them.
Whether you like or dislike O'Malley or share his other priorities, it's hard to avoid the conclusion that he's put his money where his mouth is on MARC -- even at a time of severe budget constraints. Just as you can't take away Ehrlich's achievement in winning federal approval of the Inter-county Connector -- whether you love or hate the road, you can't deny that Ehrlich delivered on that promise -- O'Malley's commitment to MARC is clear. It's not just the money or the fact his administration has developed a long-term plan for MARC; it's that the governor has put capable people in charge. The top position at the Maryland Transit Administration is held by an experienced transportation executive who is in unquestioned charge of his agency, not a figurehead. The top position in MARC is now held by a longtime CSX executive; time was it was left in charge of a minimally qualified former state legislator.
Rascovar decries the administration's 25-year, $3.9 billion plan for expanding MARC as "pie in the sky" and suggests the governor come up with a more achievable short-term plan. I would suggest the worthy columnist re-read the plan produced by MTA Administrator Paul Wiedefeld. In addition to the long-term strategy, there is a series of more achievable short- and medium-term objectives. As for the long view, since when is "vision" a bad thing?
There's no question BRAC is looming as a daunting transportation challenge and that MARC is part of the solution. And Rascovar is correct in observing that O'Malley is fallling short of his own goals in preparing for the influx.
But BRAC, as important as it is, is not the only game in town. Baltimore's buses have to be kept running and the roads and bridges still need fixing. One could make a case that O'Malley is putting too much emphasis on MARC, which serves only about 33,000 riders a day, at the expense of those priorities.
As Rascovar has noticed, the current recession and accompanying plunge in travel-related revenue have bled the Transportation Trust Fund white. He concludes with an exhortation that the governor should find "the political will to quickly steer more resources into the Baltimore-Washington region's commuter rail system."
In other words, O'Malley should raise taxes or divert money from other transportation priorities. Somehow Rascovar didn't get around to mentioning which taxes to increase or which priorities to cut.
And let's say O'Malley did muster the will to seek an increase in, say, the gas tax in an election year. Could the governor count on Rascovar to have his back as he stormed the political barricades?
If I were O'Malley, I know which way I'd bet.
There's something very strange going on at the Maryland Transit Administration: Nothing.
