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Md. Officials to Hogan: Pump Brakes on Beltway Traffic Plan

WASHINGTON INFORMER — In a show of solidarity, officials from Prince George’s, Montgomery and Frederick counties Monday sent a message to Maryland Gov. Larry Hogan: slow down on the proposal to expand Interstates 495 and 270. Those officials and several Montgomery County residents also said adding toll lanes would be expensive and just add more vehicles on highways in the D.C. region ranked as one of the most congested in the nation.

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By William J. Ford

In a show of solidarity, officials from Prince George’s, Montgomery and Frederick counties Monday sent a message to Maryland Gov. Larry Hogan: slow down on the proposal to expand Interstates 495 and 270.

Those officials and several Montgomery County residents also said adding toll lanes would be expensive and just add more vehicles on highways in the D.C. region ranked as one of the most congested in the nation.

“Local courtesy did not take place in this project,” said Del. Gabriel Acevero, who represents a portion of Montgomery County in the pathway of highway expansion proposal. “We’re calling on the governor to put the brakes on this.”

Acevero and 14 other state, county and municipal officials spoke at Indian Terrace Spring Park, one of the places possibly affected by a plan that rests several feet near Interstate 495.

The Maryland Board of Public Works, comprised of Gov. Larry Hogan, Treasurer Nancy Kopp and Comptroller Peter Franchot may vote in Annapolis to continue the next step to the public-private partnership process, also known as P3. The current 70-mile proposal seeks to expand the Beltway and Interstate 270 which could cost up to $11 billion.

Acevero joined nearly 60 state lawmakers who sent a letter Monday to the board “to work collaboratively with county stakeholders to consider the range of options to address traffic, beyond those being considered in the current P3 analysis.”

The Maryland Transit Opportunities Coalition based in Columbia, Howard County, has an $8 billion proposal for a light-rail network to connect in nine counties and Baltimore City.

At Monday’s press conference in Silver Spring, officials also included several other options to help relief traffic congestion that include the eviction of no residents; dedicated funding for transit; encourage telecommuting and carpooling; and preserves local parks.

A flier also highlights a regional transportation improvement plan to build activity center connections along I-495 in Prince George’s County at National Harbor, Largo near the regional hospital still under construction, New Carrollton and the Greenbelt Metro. Another would be constructed in White Oak in Montgomery County.

Prince George’s County Council approved a resolution last month for the state Board of Public Works to complete an environmental impact statement and ensure there’s an agreement on the proposal from affected counties before Wednesday’s vote.

“There’s a whole spectrum of opinions out there, but that’s a conversation we need to have,” said Prince George’s Council Chairman Todd Turner. “We’ve been able to do that in other contexts. That’s all were really asking. Come with us. Meet with us.”

Hogan has pushed for the plan since first announced in 2017 and public hearings a year later. The governor’s main goal is to decrease traffic and allow a private firm help in the project with limited taxpayer dollars. The 70-mile trek on Interstate 495 from Temple Hills in Prince George’s County to portions of 495 and Interstate 270 in Montgomery County would add toll lanes.

Hogan spokesman Michel Ricci said in an email Monday each phase of the project will come before the public works board. Also, he said, environmental impact studies are currently taking place “concurrently with the P3 process” and the state Department of Transportation has established a transit workgroup of transportation officials from the state, county and federal governments, as well as Metro General Manager Paul Wiedefeld.

“Good news: we are well on our way to doing all of the things that these legislators request,” Ricci said. “We look forward to implementing these ideas as part of our plan to fix the region’s soul-crashing traffic.”

Pete Rahn, the state’s transportation secretary, said in a Feb. 13 letter he supports the current proposal because it provides another alternative to transportation studies assessed for a decade.

“With our funding shortfalls and lack of debt capacity, we must look at new ways to fund and finance improvements to address the National Capital region’s congestion,” he said.

This article originally appeared in the Washington Informer.

Activism

Oakland Post: Week of November 5 – 11, 2025

The printed Weekly Edition of the Oakland Post: Week of November 5 – 11, 2025

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Oakland Post: Week of October 29 – November 4, 2025

The printed Weekly Edition of the Oakland Post: Week of October 29 – November 4, 2025

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Past, Present, Possible! Oakland Residents Invited to Reimagine the 980 Freeway

Organizers ask attendees coming to 1233 Preservation Park Way to think of the event as a “time portal”—a walkable journey through the Past (harm and flourishing), Present (community conditions and resilience), and Future (collective visioning).

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Hundreds of residents in West Oakland were forced out by eminent domain before construction began on the 980 freeway in 1968. Courtesy photo.
Hundreds of residents in West Oakland were forced out by eminent domain before construction began on the 980 freeway in 1968. Courtesy photo.

By Randolph Belle
Special to The Post

Join EVOAK!, a nonprofit addressing the historical harm to West Oakland since construction of the 980 freeway began in 1968, will hold  a block party on Oct. 25 at Preservation Park for a day of imagination and community-building from 10 a.m. to 4 p.m.

Organizers ask attendees coming to 1233 Preservation Park Way to think of the event as a “time portal”—a walkable journey through the Past (harm and flourishing), Present (community conditions and resilience), and Future (collective visioning).

Activities include:

  • Interactive Visioning: Site mapping, 3-D/digital modeling, and design activities to reimagine housing, parks, culture, enterprise, and mobility.
  • Story & Memory: Oral history circles capturing life before the freeway, the rupture it caused, and visions for repair.
  • Data & Policy: Exhibits on health, environment, wealth impacts, and policy discussions.
  • Culture & Reflection: Films, installations, and performances honoring Oakland’s creativity and civic power.

The site of the party – Preservation Park – itself tells part of the story of the impact on the community. Its stately Victorians were uprooted and relocated to the site decades ago to make way for the I-980 freeway, which displaced hundreds of Black families and severed the heart of West Oakland. Now, in that same space, attendees will gather to reckon with past harms, honor the resilience that carried the community forward, and co-create an equitable and inclusive future.

A Legacy of Resistance

In 1979, Paul Cobb, publisher of the Post News Group and then a 36-year-old civil-rights organizer, defiantly planted himself in front of a bulldozer on Brush Street to prevent another historic Victorian home from being flattened for the long-delayed I-980 Freeway. Refusing to move, Cobb was arrested and hauled off in handcuffs—a moment that landed him on the front page of the Oakland Tribune.

Cobb and his family had a long history of fighting for their community, particularly around infrastructure projects in West Oakland. In 1954, his family was part of an NAACP lawsuit challenging the U.S. Post Office’s decision to place its main facility in the neighborhood, which wiped out an entire community of Black residents.

In 1964, they opposed the BART line down Seventh Street—the “Harlem of the West.” Later, Cobb was deeply involved in successfully rerouting the Cypress Freeway out of the neighborhood after the Loma Prieta earthquake.

The 980 Freeway, a 1.6-mile stretch, created an ominous barrier severing West Oakland from Downtown. Opposition stemmed from its very existence and the national practice of plowing freeways through Black communities with little input from residents and no regard for health, economic, or social impacts. By the time Cobb stood before the bulldozer, construction was inevitable, and his fight shifted toward jobs and economic opportunity.

Fast-forward 45 years: Cobb recalled the story at a convening of “Super OGs” organized to gather input from legacy residents on reimagining the corridor. He quickly retrieved his framed Tribune front page, adding a new dimension to the conversation about the dedication required to make change. Themes of harm repair and restoration surfaced again and again, grounded in memories of a thriving, cohesive Black neighborhood before the freeway.

The Lasting Scar

The 980 Freeway was touted as a road to prosperity—funneling economic opportunity into the City Center, igniting downtown commerce, and creating jobs. Instead, it cut a gash through the city, erasing 503 homes, four churches, 22 businesses, and hundreds of dreams. A promised second approach to the Bay Bridge never materialized.

Planning began in the late 1940s, bulldozers arrived in 1968, and after years of delays and opposition, the freeway opened in 1985. By then, Oakland’s economic engines had shifted, leaving behind a 600-foot-wide wound that resulted in fewer jobs, poorer health outcomes, and a divided neighborhood. The harm of displacement and loss of generational wealth was compounded through redlining, disinvestment, drugs, and the police state. Many residents fled to outlying cities, while those who stayed carried forward the spirit of perseverance.

The Big Picture

At stake now is up to 67 acres of new, buildable land in Downtown West Oakland. This time, we must not repeat the institutional wrongs of the past. Instead, we must be as deliberate in building a collective, equitable vision as planners once were in destroying communities.

EVOAK!’s strategy is rooted in four pillars: health, housing, economic development, and cultural preservation. These were the very foundations stripped away, and they are what  they aim to reclaim. West Oakland continues to suffer among the worst social determinants of health in the region, much of it linked to the three freeways cutting through the neighborhood.

The harms of urban planning also decimated cultural life, reinforced oppressive public safety policies, underfunded education, and fueled poverty and blight.

Healing the Wound

West Oakland was once the center of Black culture during the Great Migration—the birthplace of the Black Panther Party and home to the “School of Champions,” the mighty Warriors of McClymonds High. Drawing on that legacy, we must channel the community’s proud past into a bold, community-led future that restores connection, sparks innovation, and uplifts every resident.

Two years ago, Caltrans won a federal Reconnecting Communities grant to fund Vision 980, a community-driven study co-led by local partners. Phase 1 launched in Spring 2024 with surveys and outreach; Phase 2, a feasibility study, begins in 2026. Over 4,000 surveys have already been completed. This once-in-a-lifetime opportunity could transform the corridor into a blank slate—making way for accessible housing, open space, cultural facilities, and economic opportunity for West Oakland and the entire region.

Leading with Community

In parallel, EVOAK! is advancing a community-led process to complement Caltrans’ work. EVOAK! is developing a framework for community power-building, quantifying harm, exploring policy and legislative repair strategies, structuring community governance, and hosting arts activations to spark collective imagination. The goal: a spirit of co-creation and true collaboration.

What EVOAK! Learned So Far

Through surveys, interviews, and gatherings, residents have voiced their priorities: a healthy environment, stable housing, and opportunities to thrive. Elders with decades in the neighborhood shared stories of resilience, community bonds, and visions of what repair should look like.

They heard from folks like Ezra Payton, whose family home was destroyed at Eighth and Brush streets; Ernestine Nettles, still a pillar of civic life and activism; Tom Bowden, a blues man who performed on Seventh Street as a child 70 years ago; Queen Thurston, whose family moved to West Oakland in 1942; Leo Bazille who served on the Oakland City Council from 1983 to 1993; Herman Brown, still organizing in the community today; Greg Bridges, whose family’s home was picked up and moved in the construction process; Martha Carpenter Peterson, who has a vivid memory of better times in West Oakland; Sharon Graves, who experienced both the challenges and the triumphs of the neighborhood; Lionel Wilson, Jr., whose family were anchors of pre-freeway North Oakland; Dorothy Lazard, a resident of 13th Street in the ’60s and font of historical knowledge; Bishop Henry Williams, whose simple request is to “tell the truth,” James Moree, affectionately known as “Jimmy”; the Flippin twins, still anchored in the community; and Maxine Ussery, whose father was a business and land owner before redlining.

EVOAK! will continue to capture these stories and invites the public to share theirs as well.

Beyond the Block Party

The 980 Block Party is just the beginning. Beyond this one-day event, EVOAK! Is  building a long-term process to ensure West Oakland’s future is shaped by those who lived its past. To succeed, EVOAK! Is seeking partners across the community—residents, neighborhood associations, faith groups, and organizations—to help connect with legacy residents and host conversations.

980 Block Party Event Details
Saturday, Oct. 25
10 a.m. – 4 p.m.
Preservation Park, 1233 Preservation Park Way, Oakland, CA 94612
980BlockParty.org
info@evoak.org

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