The real problem with the I-270/HOT Lanes proposal is that they've already come up with the solution: HOT Lanes

GGW has an entry discussing the possibility of monorail as an element of the I-270 expansion program ("Is a monorail on I-270 in Maryland a crazy idea? Here are its legit pros & cons").  It makes the good point that there should be a complete Alternatives Analysis.

But while offering a seemingly complete list, it's actually inadequate.

First, the biggest problem planning-wise, besides the fact that the Republican Governor does not favor transit at all, is that there isn't a "corridor management" approach to the I-270 to Beltway to DC mobility corridor.

-- "Maryland HOT lane study versus "corridor management", 2018
-- "Transportation network interruptions as an opportunity: Part 2," 2016

Second, consideration of monorail is a sop to some quarters (see item #3 in this entry, "Revisiting the Purple Line (series) and a more complete program of complementary improvements to the transit network).

The GGW post recommends an Alternatives Analysis, but without a more complete corridor management approach, it misses elements that should be considered.

The basic point of a study is to determine opportunities for shifting traffic from I-270.

1.  In the past, I've suggested that a separate underground MARC Line on I-270 should be considered, to better serve the business parks along the way and to provide service to Bethesda.

2.  This line could branch off and serve Northern Virginia across the American Legion Bridge, and even to Georgetown and Arlington, but this would require tunneling under Wisconsin Avenue in DC and then crossing the Potomac.

That should be considered.  But so should

3.  Extending the Metrorail Red Line to Germantown.  (Suggested by GGW commenter BTA.)  It'd probably mean a couple stations between the Shady Grove Metro and Gaithersburg, and then it's 3 more miles to Germantown.

4.  Expanding service on the MARC Brunswick Line to capture more trips between Frederick and DC.  This would include more service as well as

5.  Bi-directional service on the MARC Brunswick Line.

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Note that the Brunswick Line terminates in West Virginia, but WV hadn't been paying towards the service which creates issues.  Maryland's threat to truncate the line got WV's attention and they agreed to funding. And other entities in West Virginia want the line to be extended further into the state ("Economic development board backs rail service to Hancock," Morgan Messenger). From the article:

This year, Maryland officials have demanded that West Virginia pay a larger portion of the costs of running the commuter trains into the state.

West Virginia legislators agreed to pay $1.1 million to keep the trains running into the Eastern Panhandle. Maryland has said it needs $3.4 million to continue running three trains each morning and three each evening.

According to news reports, West Virginia governor Jim Justice said the state would pay the additional $2 million to Maryland if the towns and counties served by the rail line would come up with the additional $300,000. A deadline to come up with the funds was set for November 30.

Eight localities, including Shepherdstown, Ranson, Charles Town, Harpers Ferry, Bolivar, Martinsburg, Berkeley and Jefferson Counties have all agreed to contribute to the rail costs.

Morgan County EDA Executive Director Daryl Cowles, who is also a West Virginia Delegate, said the idea of bringing passenger train service back to the Hancock station has resurfaced several times in the last two decades.

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6.  Infill railroad stations where demand can be stoked.

7. In addition, since freeway based rail systems don't work so well without strong complementary bus service connections to nearby destinations, a MARC 270 Line would have to be paired with shuttle services.

One example is the Irvine Shuttle in Orange County, California, which complements Metrolink.  And the Airport Corridor Transportation Association in Suburban Pittsburgh is a good example of organizing a "transportation association" to provide such services ("Transit super stop coming to Robinson," Pittsburgh Post-Gaette, 2014).

8.  And a MARC Line from Frederick to Baltimore, as discussed in "A "Transformational Projects Action Plan" for a statewide passenger railroad program in Maryland."

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Listening to the webinar today featuring international planning consultant Joe Berridge, after having read the GGW entry, I couldn't help but think how Governor Hogan really isn't thinking very big.

The question they should be asking is what should they be doing transportation-wise/infrastructure wise to make Montgomery and Frederick Counties much stronger economic engines for the State of Maryland in the context of their being suburban counties outside the City of Washington.

Especially in the context of the Climate Change Crisis and the need for a Green New Deal and decarbonization within the mobility paradigm.

HOT Lanes aren't it.

Relatedly, the Post has an article about how the Federal Government has stopped subsidizing airline flights to Dulles and BWI Airports from Hagerstown ("Maryland airport goes to court after getting booted from federal subsidy program"). The article makes the point that Hagerstown is less than 90 minutes from either airport by motor vehicle.

Shouldn't the state be emphasizing the creation of an intra-state railroad and inter-city bus network to strengthen the connections between Maryland's more rural areas to the urban areas?

Graphic by BeyondDC showing the potential for a statewide passenger rail program in Maryland.

Rail from Hagerstown is another element of strengthening rural areas but also decarbonizing transportation.