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Remarks Prepared For White Flint Sector Advisory Group - 11/06/07

David Brown, a resident near the White Flint Metro station, had three main concerns about development in the area. First, he argued that the area should be called North Bethesda rather than White Flint Center to be more inclusive. Second, he questioned whether development around the Metro station was actually increasing public transportation ridership and decreasing car usage as intended. Third, he noted that traffic studies had overlooked public transportation impacts and that goals for increasing public transportation ridership after previous developments were not met.

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52 views

Remarks Prepared For White Flint Sector Advisory Group - 11/06/07

David Brown, a resident near the White Flint Metro station, had three main concerns about development in the area. First, he argued that the area should be called North Bethesda rather than White Flint Center to be more inclusive. Second, he questioned whether development around the Metro station was actually increasing public transportation ridership and decreasing car usage as intended. Third, he noted that traffic studies had overlooked public transportation impacts and that goals for increasing public transportation ridership after previous developments were not met.

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Planning Docs
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Remarks prepared for White Flint Sector Advisory Group - 11/06/07

My name is David H. Brown. I live in the heart of the White Flint Metro Station Development District.
First of all, I feel the designation of White Flint Center is not all-inclusive of the area. It should be North
Bethesda.
Second, development around Metro stations presupposes that such projects are geared to increase
public transportation ridership and decrease vehicle use. If not, what is the purpose?
Third, impact studies of vehicular traffic have overshadowed public transportation. During
consideration for the Bethesda North conference center/hotel, the developer argued that around 25
percent of attendees would use the Red Line Metro. Based on an expert witness, the hearing examiner
ruled that he more realistic figure would be 10 percent. I cannot find any post-approval studies indicating
whether the 10 percent ever has been, or ever will be, achieved. This is the missing link in the rationale
for all Metro station development.
Well, I take that back. There is another missing that is equal in importance. Traffic impact studies only
focus on vehicles passing through intersection. Where do those vehicles begin their trips? Do
they make any stops? What time or times of day are those vehicles being used? Where do hey
end up? What types of vehicles are they? How many occupants are in those vehicles?
Fourth, just how does Metro station development improve the use of public transportation? Existing
studies do not extend out far enough to determine true vehicular traffic impact. Vehicles using
development roadways do not necessarily begin and end their trips within that area. Many of those
vehicles could come from well beyond Montgomery County's borders.
Some intersections in the heart of this development area already have been determined to be in peril.
Merely widening roads actually encourages more vehicle usage, to the detriment of public
transportation.
Finally, the location of the Planning Board is not public transportation friendly. Instead of renovating
this headquarters building, the Board would set an excellent example by relocating to the White Flint
Metro station area where LCOR would find appropriate space in one of its commercial buildings. This
would serve two purposes. First, the Board and staff would get a first-hand view of traffic impact along
Rockville Pike. Second, it would enable the Board and staff to use public transportation instead of
individually driving their cars to and from work.

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