Video

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Project GIMI.mp4

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Group members:

Lea Pessey-Girod Vicente: www.linkedin.com/in/lea-pessey-girod-vicente-444a51339

Joseph Hrycoy: www.linkedin.com/in/joseph-hrycoy

Rahaf Mahmalji: https://www.linkedin.com/in/rahaf-mahmalji-843284396

Jagos Pesic: https://www.linkedin.com/in/jagospesic/

Summary Section

Problem Summary

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The city of Gaithersburg is located along the busy I-270 corridor that connects Montgomery County to Washington, D.C. Many residents commute to D.C. daily, and heavy peak-hour traffic spills into the local communities. Limited public transit options and disconnected management between city, county, and state agencies also affect the city’s freedom of movement, making it difficult to manage developments and uphold acceptable travel time. These facets together are part of the reason traffic is significantly impacting the daily lives of the citizens of the city. Causing extreme loss of time spent commuting, blocking up important roadways, affecting businesses and people's ability to arrive on time, and contributing to overall car dependency and even negatively affecting air quality. As time progresses, these issues will only proliferate.

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Solution Summary

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We proposed a long term five-step plan to gradually transform the public transit infrastructure of Gaithersburg. Starting with a proof of concept initiative for the city, where we collect ideas and opinions for the community though town halls with the goal of making it socially acceptable and drawing in investors. At the same time, implementing a marketing campaign to spread awareness of the problem. As the project gains momentum, we introducing small changes at first. Bike lanes and public e-bikes; noting the affects. If we see improvement noted int he problem statement, the next few steps lay out a plan to implementing a more robust bus fleet with additional stops in strategic areas. As this is executed, plans are finalized to begin constructing a complete overall of the metro system. As seen with other urban centers, this proposal is not only technically feasible, but profitable, culturally valuable, and environmental beneficial.

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Practical Humility Clause

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We want to first state that none of our group members are from the United States, and although with our divers backgrounds, we want to acknowledge that our understanding of the values and character of Gaithersburg is second hand. Through our research, we have come to the assumption that the problem we are addressing has become a tolerated “fact of life” for residence in the city. We feel this is what makes our solution so important. We draw upon an anthropological mindset to recognize the reality of the city is more complicated that this. Another assumption we made is that despite the current situation being the transportation sectors management is divided between city, county, and state governmental body's. We hope that corporation is possible for the implementation of all stages of the solution. We are also uncertain about the feasibility of drawing funding require for the metro’s infrastructure.

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Further Explanation Section

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We are proposing a multi-step transition plan to reduce traffic congestion in Gaithersburg by gradually shifting the city toward public transportation, while improving quality of life, sustainability, and accessibility.

First step: Will focus on introducing public transportation as an attractive, and practical option for residents. The city would begin by identifying the most congested roads and the most frequently used travel corridors (doing surveys and data gathering), On these roads, one lane would be reserved exclusively for buses, allowing them to avoid traffic and significantly reduce travel times. This measure would immediately make bus travel faster and more reliable than driving, while also being more environmentally friendly.

In addition, buses could be used as a source of revenue through advertising partnerships. Instead of relying only on ticket sales, the city could allow brands to advertise on buses and use that funding to create an incentive system for riders. Regular bus users could receive discount tokens or store credits for participating local businesses. In this way, the cost of advertising would be redirected into benefits for public transport users, encouraging ridership and supporting local commerce.

This step is relatively inexpensive because buses and roads already exist. The main changes would involve adjusting traffic rules, and adding bus stops where necessary. If necessary at all. The incentives for residents are clear: avoiding traffic, reducing fuel costs, and receiving rewards for using public transport. Together these would directly reduce traffic.

Second step: It would involve introducing public bikes, scooters, and potentially small electric motorbikes for short-distance travel. This measure would further reduce traffic by replacing short car trips with lighter, more efficient modes of transport. The main investments would be the vehicles themselves and the adaptation of road infrastructure to ensure safety. This step complements the bus system by solving the “last-mile” problem, making public transport more convenient overall.

Third step: will involve beginning the planning process for a metro or high-capacity rail system. We recognize that building a metro is a major and long-term project requiring significant funding and coordination. That is why the earlier steps are very important: they would already reduce traffic and demonstrate to residents the benefits of public transportation. This would increase public support and political feasibility for such a large investment.

In terms of cost, metro construction in the United States typically ranges from $150 million to over $300 million per kilometer, depending on whether the line is underground, elevated, or at ground level. The upfront cost is high, but metros tend to be profitable in the long run due to high ridership, reduced congestion costs, lower emissions, and increasing economic activity around stations.

Fourth step: will rely on organic growth. As buses, bikes, scooters, and motorbikes become easier, faster, and cheaper than driving, demand for these options will naturally increase. Residents will increasingly choose them to avoid traffic, save money on gas, and adopt a more sustainable lifestyle. A key positive externality of this transition will be improved air quality and better public health due to lower pollution levels.

Fifth step: it positions Gaithersburg as a forward-looking city by promoting it as a pilot location for electric and automated vehicle trials. These vehicles would complement public transportation rather than replace it, serving specific needs where mass transit is less efficient. By prioritizing electric vehicles, the city would further reduce emissions and strengthen its image as a green and innovative city. At this stage, traffic would already be significantly reduced due to earlier measures, and residents would no longer need to own a private car to move efficiently within the city.

A strong example of a city that successfully shifted toward public transportation is Arlington, Virginia. Arlington faced heavy commuter traffic due to its proximity to Washington, D.C., similar to Gaithersburg’s situation. Instead of expanding highways, the city invested in bus corridors, metro access, and dense, mixed-use development around transit stations. As a result, Arlington managed to grow its population and economy while keeping car traffic stable.

This proposal can begin immediately. No major new infrastructure is required to start. A policy decision to reserve bus lanes during peak hours like weekday mornings and evenings, would be enough to launch the first phase. This experimental approach would allow the city to test the impact, gather data, and adjust before scaling up. With the Lakeforest Mall redevelopment, Gaithersburg has the opportunity to integrate sustainable transportation solutions directly into the project. Our proposal aligns directly with Montgomery County’s Climate Action Plan goal of cutting greenhouse gas emissions by 2035. Nearly five metric tons of carbon dioxide each year (42% of Montgomery County’s emissions) come from transportation. Over time, our proposal would help reduce this metric. bus revenues from tickets and advertising could help finance further improvements. While metro construction requires large initial investment, its long-term economic, environmental, and social returns justify the cost.

We can then measure the success of the project which will be based on the following metrics:

• % reduction in neighborhood cut-through traffic
• Average commute time reduction
• % reduction in GHG emissions
• % increase in transit ridership
• Reduction in neighborhood spillover traffic
• Emissions reduction (CO₂ equivalent)

By starting small, the city minimizes risk, generates measurable results, and builds stakeholder confidence and support before scaling citywide.

Sustainable Development Goals:

1. SDG 8 – Decent Work and Economic Growth
2. SDG 11 – Sustainable Cities and Communities
3. SDG 13 – Climate Action

Short and long term plans:

Swot analysis :

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Bibliography