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D.C.’s speed cameras are catching super violators. Most have Va. and Md. tags.

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D.C.’s speed cameras are catching super violators. Most have Va. and Md. tags.


An Audi with Maryland tags and 891 tickets in D.C. amounting to $259,214 in unpaid fines remains on the streets, with 18 speeding violations in the nation’s capital just this month. A Hyundai registered in Virginia racked up 689 tickets in the city.

Even as the District’s traffic cameras have multiplied and inspired copycats in other cities, city officials have struggled to get repeat offenders who were caught by that system off the street, particularly those whose vehicles are registered outside the nation’s capital. That may change, though, after high-level conversations among local officials prompted legislation in Virginia and Maryland that would allow cross-border cooperation on the issue.

A data analysis by The Washington Post shows what’s at stake – millions of dollars and the increased public safety that comes with an ability to punish drivers going over 100 mph on residential streets.

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Most people who get a speeding ticket in the District never get one again, officials say, and speeds go down in areas where cameras have been placed. But city records show hundreds of people speed again and again in the same locations with little consequence, with the camera installed to prevent such behavior documenting each new violation.

One vehicle with a Maryland license plate got 182 tickets in a single year on an eight-block stretch of Alabama Avenue in Southeast Washington. In the northeastern part of the city, another vehicle with Maryland tags was issued 109 tickets in a year, just where a camera was located at 1400 Bladensburg Rd. A car with Virginia plates got 556 tickets in 12 months, more than any other vehicle in that time frame; it was towed when the fines owed reached $292,780 late last year.

Data analyzed by The Post shows that from 2018 through 2025, more than 80 percent of tickets were issued to people who exceeded the posted speed limit by 11 to 15 mph. The worst offenders – those who exceed the speed limit by at least 30 mph – make up less than 1 percent.

But the more excessive speeders contributed to about 30 percent of all fatal crashes since 2019, D.C. data shows.

The biggest obstacle to better enforcement in the city is that most violators live in Maryland or Virginia. Of the 103 vehicles with the most tickets in fiscal 2025, 67 have Virginia plates, 25 have Maryland plates, and 3 have D.C. plates. Of the 100 top speeds registered by cameras in the past two years, 37 of the vehicles involved had Virginia plates, 35 carried Maryland plates, and 13 featured D.C. plates.

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Neither of those states penalize their residents for citations issued by cameras in another jurisdiction. That could change soon. D.C. Mayor Muriel E. Bowser (D) spoke recently to the governors of Maryland and Virginia about enforcement across state lines. Both states’ legislatures are working on bills to make it possible.

It’s a “new step forward,” a spokesman for Bowser said.

The District has also begun suing drivers from across the border over unpaid tickets, a power that Attorney General Brian Schwalb (D) got last year from legislation written by D.C. Council member Charles Allen (D-Ward 6). Schwalb’s office has won judgments or settlements against 15 drivers from Maryland and Virginia that total $608,292, though the vast majority of that money has yet to be claimed.

One of the lawsuits is against the owner of a Honda CRV caught going 151 mph off Interstate 695 onto South Capitol Street on Feb. 16, 2024, according to city data. The vehicle’s owner, Kylie Ann Sullivan of Fredericksburg, Virginia, has failed to pay 197 citations, according to Schwalb’s office. She said in a letter to the court that her ex-boyfriend was “the one behind the wheel for more than 98 percent of these offenses” and that she has not driven since he totaled the SUV three months after that high-speed drive. “I would also like to stress that no one was ever injured or harmed as a result of any of these incidents,” she added. Her case is pending.

Four of the 100 vehicles that accrued the most D.C. speeding tickets in the 2024 fiscal year belong to people sued by the city over unpaid fines. All of the owners either declined to comment or could not be reached. One owner, Chanel Laguna of Falls Church, Virginia, accrued 168 tickets that year through one of the six license plates the city identified as being registered to her; altogether she has been issued 345 citations. Laguna wrote in a court filing that she was not responsible for all of the tickets because she shared two vehicles with other people, including an Uber driver. She said both those vehicles have since been taken to an impound lot.

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Clark Mercer, who was chief of staff to former Virginia governor Ralph Northam, said he was alerted to the problem of cross-border ticket enforcement only when leaving that office in 2022.

“I said, ‘We can’t effectuate anything; we’re literally packing up. I wish I had known about this earlier,’” Mercer recalled. He is now in charge of the Metropolitan Washington Council of Governments, a regional planning group, and has been pushing for action.

Mercer said he learned that one way drivers evaded responsibility for camera tickets was by getting tags from Virginia, which allows non residents to register vehicles there: About 14,000 D.C. drivers have Virginia tags. More than half of the drivers being sued by Schwalb’s office have a collection of both Maryland and Virginia license plates.

Out-of-state tags also are an issue in Baltimore. An analysis found that six of the 10 vehicles with the most tickets for speeding in school zones had Virginia tags. About 100,000 Maryland drivers have Virginia tags, data reviewed by The Post shows. Along with ticket enforcement legislation, Maryland lawmakers are working to make it easier to flag and penalize residents with out-of-state tags.

Both Maryland and Virginia have an incentive to cooperate with D.C. as they expand their own camera enforcement programs.

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“The stars are starting to align to get this done,” Mercer said. “We’re moving in a very positive direction.”

Cars can also be stolen or the tags forged. Tanyeka Brown of Temple Hills, Maryland, said her Nissan Maxima was caught repeatedly on traffic cameras on Bladensburg Road. The vehicle was stolen from outside her house in December, she said, and after that “I was getting tickets every day, at least 10 of them.” Brown said her car was found in a tow lot last March, “damaged to the point that I couldn’t even drive it.”

The District now has a law automatically dismissing tickets when someone reports a vehicle as stolen so that they don’t have to challenge each ticket in court, but it applies only to D.C. residents. Non-D. C. residents must still contest those violations before a judge.

For now, D.C. can seize out-of-state vehicles only if they are parked on the street in the city. That doesn’t always happen. The Maryland Audi got a parking ticket in February in Northeast Washington but wasn’t towed.

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The Department of Public Works has said that 2,000 vehicles were impounded last year, including 556 vehicles with more than $2,000 owed, but that to tow more requires more staff and equipment. Advocates say the real problem is a lack of urgency.

“A 4,000-pound machine driven repeatedly at reckless speed by someone who has shown that they will not stop is absolutely no different from someone with an AK-47,” Karthik Balasubramanian of the group D.C. Families for Safe Streets said at a recent public hearing. “If there was such a person who was roaming the District with an AK-47 randomly shooting … we would mobilize all available resources to separate that person from their weapon and let them get the help that they need. Why are we not doing the same with the dangerous drivers who are abusing their own weapons?”

The District still has by far the most automated enforcement in the region: About 3.3 million camera tickets were issued in 2025, according to city data.

The number of tickets issued each year has steadily climbed, after dropping at the start of the covid pandemic. Starting in 2023, more than $150 million in speeding tickets have been issued each year, with 2025 hitting more than $257 million, the most since before the pandemic.

Studies have found that traffic cameras can reduce crashes significantly. But “the cameras only go so far for the most egregious drivers,” said Sharon Kershbaum, director of the D.C. Department of Transportation Director. “And those are the same ones who are going to be causing the fatal crash.”

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After rising for years, traffic fatalities fell dramatically last year, from 52 in 2024 to 25, according to data from D.C. police. But they remain about as high as they were a decade ago, when Bowser made a commitment to end traffic deaths by 2025. There have been 12 deaths on city roads so far this year.

Meanwhile, some House Republicans have threatened to eliminate D.C.’s speed-camera program, arguing it is unfair to drivers. The White House has indicated it might support such a GOP proposal.



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LUCC members tackle housing affordability shortage

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LUCC members tackle housing affordability shortage


County officials representing large urban areas across the country traveled to Washington D.C. April 23 to discuss data-driven approaches to expanding housing supply and affordability at a think tank and relay local housing needs to federal agency staff and members of Congress at NACo’s Large Urban County Caucus (LUCC) fly-in. 

“Housing, especially housing supply and affordability, is one of the most pressing challenges facing our respective metropolitan areas,” said LUCC Chair Adrian Garcia, who serves as a Harris County, Texas commissioner. “It’s a core constraint, not only on quality of life, but also on economic growth and workforce ability.”

 

Best practices

Edward Pinto, senior fellow and co-director of the American Enterprise Institute (AEI) Housing Center, outlined three ways local governments can increase housing supply:

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  • Allow houses to be built on smaller lots, increasing the amount of starter single family homes and townhomes
  • Allow lot split flexibilities on existing lots, enabling a variety of dwelling types and sizes to exist on one property (such as duplexes, ADUs and townhomes)
  • Expand flexibility to build homes near jobs

“The three most important things in housing affordability are small lot, small lot, small lot,” Pinto said. “Small lots cost less; you get smaller homes on small lots.”

Local governments should encourage the construction of small residential properties — specifically single-family buildings that contain between one and four separate dwelling units, according to Pinto. 

“That is the way that you actually make housing affordable,” he said. “… The first home I bought in 1975 [was] 1,400 square feet, three bedrooms, on a 4,800 square foot lot. We don’t build those houses anymore. They’re illegal. You need to activate that.”

Into the early 20th century, it was common to have multiple types of residences — small, large, duplexes, triplexes, townhomes — mixed in the same neighborhood as doctor’s offices, grocery stores and other commercial properties, Pinto said. And not just in urban areas, but in smaller cities, as well, he noted. 

That ended when Herbert Hoover, who was the U.S. Secretary of Commerce at the time, appointed a zoning commission to develop a model zoning statute for the states to pass. That statute was based on a Baltimore city ordinance that led to economic segregation, Pinto noted. 

In 1910, Baltimore passed the country’s first racial-zoning ordinance, making it illegal for Black people to live in predominantly white neighborhoods, and vice-versa. In 1917, the U.S. Supreme Court struck down racial zoning, declaring it unconstitutional to refuse to sell a home to someone because of their race, so the city then moved to control how land could be developed and used, requiring lots and homes to be a certain minimum size.   

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“They came upon economic segregation … That’s why they focused on single-family, detached [homes],” Pinto said. “They now could set lot sizes. They could set side yards, front yards, backyards … and they knew there was lots of research that showed that that would just drive the prices up, out of the reach of the people they didn’t want living there.”

Over a century later, it’s these restrictive zoning ordinances that continue to prevent the expansion of housing supply and affordability, Pinto said. In the United States, 38 million people between the ages of 25 to 65 qualify as low-wage workers, meaning they make less than $40,000 a year working full-time. Low-wage workers usually can’t afford to rent one- or two-bedroom units in high-rise buildings. So, if the goal is to expand affordable housing, those types of developments shouldn’t make up such a large share of new construction, he said.

“Of the 40% of low-wage workers that are in rental households, 60% of them live in single family-1 to 4 — the exact things that were being built in Los Angeles that [the Federal Housing Administration] stamped out back in 1935,” he said. 

“And the reason is because you can spread the cost … across more than one wager easily, either you’re married, you have roommates, whatever, you’re able to spread it, but it’s very hard to do that in a one-bedroom apartment.”

If counties do rezone land to maximize housing supply, they need to make the replatting process as simple and inexpensive as possible, so that it’s not dragged out, Pinto said. 

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“If you’re just taking 8,000 square feet, and you’re dividing it into four, 2,000 square foot lots, that should be drop dead simple,” he said. “If it isn’t drop dead simple, you need to make it drop dead simple.”

 

Federal housing priorities 

In December, the Federal Housing Finance Agency (FHFA) finalized its housing target goals through 2028, which outline that a certain percentage of acquisitions that the enterprises make must support low-income households in low-income areas and multi-family housing, according to Leda Bloomfield, associate director of FHFA’s Office of Housing, Community Investment and Inclusion. 

“We want to make sure that you’re providing liquidity not just for the class A new construction, but also for starter homes and homes where we think the vast majority of Americans and families are,” Bloomfield said. “Thinking about, how do we achieve the American dream, to get them into those kinds of housing? And making sure that we support the spectrum of borrowers there.”

FHFA announced April 22 that it’s implementing VantageScore 4.0 and FICO 10T for mortgage underwriting, according to Daniel Fichtler, principal readiness adviser for FHFA’s Division of Conservatorship Oversight and Readiness. They are modern, trended-data credit models approved by the FHFA for mortgage underwriting by Fannie Mae, Freddie Mac and FHA replacing older static models. Both analyze 24-plus months of credit behavior, including rent/utility payments, to better predict risk and expand homeownership opportunities.

“They use what’s called trended credit data, which is more accurate, more reliable,” Fichtler said. 

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“And they also do things like better account for rent payments — those types of obligations that aren’t always as visible on the credit bureau side, but that can give a better picture of certain borrowers’ credit worthiness. 

“We think this is going to be a really important development, because it both improves access and improves safety and soundness.”

The 21st Century ROAD to Housing Act, bipartisan legislation the Senate passed in March, would modernize locally administered housing programs and cut artificial costs from regulatory barriers, according to NACo. 

If enacted, it would be a “very important step that’s going to help Americans access quality, affordable housing,” said Geoffrey Smith, general deputy assistant secretary, U.S. Department of Housing and Urban Development (HUD) Office of Congressional and Intergovernmental Relations. 

HUD will continue to work with Congress to expand the housing supply, streamline regulations and lower housing costs for all Americans, Smith said. Deregulation is a “top priority” for the department, he noted. 

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“HUD is taking bold action to help American families with thoughtful proposals to increase housing and opportunity zones, promoting the value of manufactured housing and addressing just the mountain of red tape out there builders are dealing with right now,” Smith said. 



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Correspondents’ dinner attack suspect Cole Allen being held inside D.C. jail complex, source says

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Correspondents’ dinner attack suspect Cole Allen being held inside D.C. jail complex, source says


Cole Allen, the California man charged in the attack at the White House Correspondents’ Dinner over the weekend, is being detained at the Correctional Treatment Facility at the D.C. jail complex, a law enforcement source confirmed to CBS News. This is the same facility that previously housed many Jan. 6 defendants and is a newer facility than the main jail.  

The CTF, operated by the D.C. Department of Corrections, holds men, women and juveniles charged as adults.

Allen, 31, is charged with attempting to assassinate President Trump and two firearms-related offenses stemming from the shooting on Saturday night. He has not yet entered a plea to the charges.

Allen is being held in a restrictive cell in medical isolation, which is standard protocol, the law enforcement source said. Corrections protocol requires that Allen be held under suicide watch for the first 72 hours in a green suicide smock while he is assessed. A lawyer for Allen told the court Thursday that he is being held in a “safe cell” under 24-hour lockdown. 

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Also, according to the source, a D.C. correctional officer is posted outside Allen’s cell door 24/7 while he is under observation. During this period, he is under strict observation with no access to outside materials. Allen is brought finger foods on a tray and is not allowed utensils, the source said. He’s allowed to shower every 72 hours. Allen is also allowed religious materials in his cell, such as a Bible or Quran. He has not requested any religious materials, according to the source.

File photo of the Washington, D.C., jail.

Celal Gunes/Anadolu via Getty Images


The D.C. Department of Corrections says on its website that the facility consists of five separate, multi-story buildings situated immediately adjacent to each other, so the facility presents as one large structure. Housing units within the CTF range from 16 to 48 cells with a maximum capacity of 96 beds per unit. It is a separate structure from D.C.’s main jail. 

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The U.S. Marshals Service, which manages federal pretrial detainees, has a contract with the D.C. Department of Corrections, the law enforcement source said. The U.S. Marshals Service says on its website that it has contracts with approximately 1,200 state and local governments to rent jail space to house more than 63,000 pretrial detainees. 

The U.S. Marshals said it doesn’t release detention locations for high-profile prisoners due to security concerns.

CBS News has reached out to the D.C. Department of Corrections.

Allen has been compliant since his arrival, the law enforcement source said. 

During an appearance in federal court Thursday, Allen’s attorneys told the judge that he agreed to remain detained in the lead-up to his trial. A preliminary hearing is set for May 11.

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His attorneys had argued in a filing Wednesday that  Allen was “gainfully employed” as a tutor, is a “devout Christian” who “dutifully” attends church and is an “active participant” in his religious community. They said he has no criminal history and is college-educated, and that those factors weigh in favor of release.

After telling the judge that Allen instead agreed to remain detained, his attorney, Tezira Abe, asked the judge to order the jail to lift his lockdown restrictions. The judge said she did not have the authority to override the judgment of the jail but would accept briefs on the matter.

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VIDEO: Boat fire breaks out at James Creek Marina in Southwest DC

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VIDEO: Boat fire breaks out at James Creek Marina in Southwest DC


D.C. Fire and EMS crews are responding early Thursday morning to a boat fire at James Creek Marina in Southwest D.C.

Around 5 a.m., crews said they were called to the marina in the 2100 block of 2nd Street SW, where one boat was found fully engulfed in flames.

D.C. Fire and EMS crews are responding early Thursday morning, April 30, 2026, to a boat fire at James Creek Marina in Southwest D.C. (DC Fire and EMS)

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Firefighters launched a two-pronged attack, using both land-based units and two fireboats to bring the blaze under control.

D.C. Fire and EMS crews are responding early Thursday morning, April 30, 2026, to a boat fire at James Creek Marina in Southwest D.C. (DC Fire and EMS)

Authorities said the fire also caused damage to neighboring boats on both sides of the vessel.

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No injuries were reported.

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The cause of the fire remains under investigation.



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