Posts about Baltimore
Fancy office towers, hotels, museums, and tourist attractions line the contours of Baltimore's Chesapeake Bay harborfront. So too, do massive parking garages and interstate-sized roadways that feed them. What does the future hold? According to a new plan, still more parking.
A waterfront parking garage at Baltimore's Inner Harbor. All photos by the author.
Like much of America, Baltimore waterfront development since the age of cars has been designed for the age of cars. That looks likely to continue as the waterfront grows.
The Greater Baltimore Committee and Waterfront Partnership hired architecture firm Ayers Saint Gross to prepare Inner Harbor 2.0, an overarching new plan for reinvigorating Baltimore's Inner Harbor waterfront.
The Director of Landscape Architecture for Ayers Saint Gross, Jonathon Ceci, said about a parcel of harborfront currently covered by beach volleyball courts, "The site is basically an island cut off from the rest of the Inner Harbor. Besides Key Highway [on one side], you've got the water [on the other side] and a lack of parking garages. The question was, how do you make it a magnet for urban activity?"
How does Ceci plan to create "a magnet for urban activity"? Apparently, with parking garages. The Inner Harbor 2.0 plan recommends a $20 million garage on this waterfront site at a public cost of $12-14 million.
Baltimoreans should question the line of thinking that big garages are the best magnets for urban activity. Big garages and wide roads go hand in hand. They create the "island effect" that Mr. Ceci wants to eliminate.
Baltimore's near waterfront has more high-rise parking spaces than high-rise residential units with waterfront views. There are at least 6 waterfront parking garages, and at least 14 large parking garages within one block of the waterfront. At least 9 parking garages rise to between 7 and 12 stories tall. The waterfront has around 4,500 parking spaces already planned or under construction: 4,000 at the Horseshoe casino and about 500 at Rash field.
Meanwhile, the one-way street pairs adjacent to the harbor have 10 lanes of through traffic, while at many times, cars cannot make it through a light in one cycle. Baltimore has used these streets for 180-mile per hour races.
What Baltimore's waterfront has gained by attracting tens of thousands of cars it might have lost by being unfriendly to pedestrians, bicyclists, urban livability, and more local populations. Walkers can enjoy a promenade ringing the water, but to venture inland, they have to cross many lanes of unfriendly traffic. These physical road barriers separate the water from Baltimore's traditional downtown and may limit economic development from more easily sweeping inland.
A family racing from the Inner Harbor to safety.
Ironically, all the car infrastructure may not make car driving easy. Supersized roads and garages contribute to congestion that can offset cars' theoretical time-saving advantages. Driving across town and up and down garages sometimes is slower than walking and bicycling. The business case for more parking erodes if corresponding congestion leads to traffic jams and stress.
Rush hour traffic near Baltimore's Inner Harbor.
By adding four high frequency Charm City Circulator bus routes, Baltimore has made progress. It can do much more to shift the balance.
Here are some additional ideas to consider near the waterfront:
- Create an app that directs cars to affordable satellite parking spaces.
- Create a tax on new parking garages and dedicate the revenue to non-automotive transportation.
- Let developers choose to pay into an alternative transportation fund instead of building parking as required by zoning.
- Encourage parking at outlying transit stations that serve downtown.
- Re-introduce and enforce bus-only lanes downtown.
- Create peripheral park & ride lots with frequently departing shuttles servicing downtown, similar to the way airport shuttles work.
- Create iconic Inner Harbor bus shelters.
- Operate Camden Line trains on weekends for special events and Orioles games.
- Ask the Orioles to reward fans for not bringing a car.
- Create a discounted MTA family pass.
- Ask downtown employers to create financial incentives for employees to not bring a car.
- Build Pratt Street and Key Highway cycletracks to support bicyclists and bikeshare.
- Add Charm City Circulator routes to South Baltimore, Canton, the Casino parking garage, and new park & ride locations.
- Make sure the east-west Red Line moves forward.
Area magazines often issue lists of the "Best Places to Work," but they don't consider what the commute to those places is like. The real best places to work don't make employees sit in traffic for hours each day.
Each year, Baltimore Magazine releases its list of the Best Places to Work, based on factors like salaries, benefits, career mobility, and workplace culture. Washingtonian Magazine has a similar ranking.
But when my wife comes home from work, she does not talk about her employer's 401K plans, her healthcare, or the free gym. Most often, I hear about how long or stressful her commute by car is.
I try to empathize, but my commute is a leisurely fifteen-minute bike ride that I love, or a two-stop light rail ride when it rains, getting me to work relaxed and clear-headed. Shouldn't magazines talk about those things, too?
"Best Places to Work" rankings don't talk about commutes
Virtually every rush hour, one or more of our major regional highways is backed up when some unfortunate driver's car is mangled in a so-called car-b-que. The DC area usually ranks among the highest in the nation for traffic congestion, while Baltimore isn't far behind.
Beyond causing stress and eating up time, commuting by car can be dangerous. In 2010, Maryland had 493 traffic deaths. 296 were in passenger cars or light trucks vs one fatality in a bus. 383 fatal car crashes were on urban interstates.
Meanwhile, employers on the Baltimore Magazine list highlight commuting options with about the same frequency as company picnics and employer-paid pet insurance. Of the top 25, there are only eight employers with a walkscore rating over 70. A high walkscore can indicate whether an employee can walk to a place to eat, to live, or a central bus or transit line from their workplace.
Six of the eight employers are in downtown Baltimore with lots of amenities and transit within easy reach, while one is in Towson, a walkable downtown in its own right. The eighth, America's Remote Help Desk, is in Eldersburg in Carroll County, which isn't a walkable area but earns a high walkscore due to being in a shopping mall with shops and restaurants. The remaining 17 companies are in more remote or isolated locations where driving to work is the only option.
Another way to measure the "best places to work"
Some area employers recognize that the best perk might be a variety of commuting options. Johns Hopkins, Baltimore's largest employer, deserves credit. Its hospital is located at a Metro subway stop and has six bus lines. It runs an express shuttle service connecting its Homewood and medical campuses with Penn Station.
Hopkins is making investments so its community can conveniently live, shop, and play near each campus without a car. As importantly, Johns Hopkins has a robust Live Near Year Work program with downpayment/closing cost grants of up to $36,000, and is investing in the local public schools and business districts near its campuses as part of its Homewood Community Partners Initiative.
Let me tout my employer, the University of Baltimore. It has a 403b plan, comprehensive health and dental coverage, a free, full-service gym and library. But it also offers many choices for where its employees can live and how they get to work.
It's within walking distance of many types of housing with different price points. Employees can choose to walk to work, and some do. Those who live further out have the option of biking to work with new cycletracks on Maryland Avenue and Mount Royal Avenue, as well as the Jones Falls Trail, which I use.
The university offers discounts on Maryland Transit Administration service, meaning employees can take advantage of the 5 nearby bus lines, the MARC Penn Line, the light rail, and the subway, as well as a fleet of Zipcars. Penn Station, across the street, offers Bolt Bus and Amtrak.
If my colleagues want to be on the highways, go to Jiffy Lube, replace the tires, they can. But they don't have to. I call that a perk and a choice.
As employers and office developers across the region make decisions about where to locate and to build, it is time to give employees choices about transport. There should be no more LEED-rated, "green" buildings in the middle of auto-oriented sprawl that costs employees their time, money, and health.
Greater Baltimore has plenty of available real estate a short walk from transit stations. There are office infill opportunities on or near commercial main streets and within walking distances of where people live. State Farm in Atlanta is one of many big employers who are moving to more transit-friendly locations.
But employers may not feel the need to offer employees more travel choices unless it's recognized as a desirable feature. Baltimore Magazine, how about adding commuting alternatives in the criteria for your "Best Places To Work 2014" list?
A version of this post appeared on Comeback City.
If you have young children and don't own a car or just don't like driving, you know what a pain weekend trips can be. With the new weekend MARC service to Baltimore, Charm City can be a fun family car-free trip, especially when the weather calls for indoor activities.
I've taken my 5-year-old son to Baltimore for car-free weekends about 6 times, and he is always asking to go again. It's easily done without the hassle of a car, because most attractions are within easy walking distance of the Inner Harbor.
Getting there and back
You can take the Amtrak or MARC trains 7 days per week between Union Station and Baltimore's Penn Station. The Amtrak Northeast Regional runs between the two stations with tickets as low as $12 and takes 40 minutes. The MARC Penn Line does the same trip in an hour for only $7.00 and now runs 9 trains each way on Saturdays and 6 on Sundays. You can also spend $70 per ticket on the Acela and arrive in only 28 minutes.
My son and I either take an afternoon train on Friday afternoon in time to get him in bed in a hotel on time, or an early morning Saturday train. Kids love trains, of course, and it's wonderful to arrive without the stress of driving.
When you get to Penn Station, you need to take a bus to the Inner Harbor, which is probably where your hotel and activities are. Baltimore has a Circulator bus just like DC, but theirs is free, which is nice. It's called the Charm City Circulator, and the Purple Line runs between Penn Station and the harbor every 10-15 minutes.
The Circulator will take you down the west side of the Harbor. If you are headed to Harbor East, which is where we usually stay, you can either transfer onto the Orange Line or impress your family by taking the local Maryland Transit Administration bus directly from Penn Station to Harbor East. Check out bus directions on Google Maps on your phone and you'll find the next 11 bus running every 30 minutes between Penn Station and Harbor East. Have $1.60 ready per passenger, including kids.
Where to stay
Inner Harbor accommodations can get pricey, but we've found a fantastic hotel option. The Homewood Suites in Harbor East is situated in between all the kids' activities, and has a kiddie pool inside. A large, good breakfast is included.
It's an all-suite hotel, which is a nice perk allowing parents to relax after kids go to sleep. Advance reservations start at $170/night, while same-week reservations start at $189/night. If you're flexible, they drop prices the day before your trip when the hotel isn't filling up, and I've paid as little as $120 as a result.
What to do
There are three big things for kids to do in the Inner Harbor: the National Aquarium, the Maryland Science Center and the Port Discovery Children's Museum. Here's our time-tested routine.
We arrive Saturday morning, and after taking the Purple Line Circulator bus to Pratt Street, we walk down to Miss Shirley's for lunch. Your kids will love the kids meals in giant bento boxes, and you'll love the crab cake fried green tomatoes eggs benedict.
It may seem like the only restaurants in the Inner Harbor are chains, but there are fantastic local restaurants as well. You just have to head to the east side of the Harbor to find them.
After lunch, we head to the Port Discovery Children's Museum, which is right behind Miss Shirley's. Port Discovery is awesome, and will help your kids get their wiggles out after sitting on the train and a bus.
After the Children's Museum we walk to the Homewood Suites Harbor East, which is an easy 10 minute walk. If we have time, we stop by Vaccaro's Italian Pastry in Little Italy for ice cream, which is right on the way.
We have a little resting time in the hotel, then walk back into Little Italy to get a pizza at Isabella's Pizza, the best pizza in Little Italy.
After a good night's sleep, we wake up Sunday morning and have breakfast in the hotel before headed to the hotel kiddie pool. The big decision to make is whether to then head to the Aquarium or the Science Museum.
The National Aquarium is a very pleasant walk over a couple wooden bridges from Harbor East, away from the tourists on the west and north sides of the harbor. At $35 for adults and $22 for kids under 12, it's a pricey attraction but worth the money if your kid is old enough to really take it in.
Don't head to the aquarium for dolphin shows, because those ended in 2012. By allowing all visitors to observe dolphins in an interactive space designed for dolphins, the Aquarium was able to ensure everyone can see them.
My son likes the Maryland Science Center more than the Aquarium, so we usually go there, which is nice because it costs just $19 for adults and $16 for kids under 13. He could spend hours in the interactive Kids Room.
And any trip across the harbor, like we take from Harbor East to the Science Center, is better taken on the Baltimore Water Taxi. After a long day at the museum, we hop on the Purple Line Circulator back to Penn Station to take the train back to Union Station.
People often tell me it must be great to raise a kid in DC with so many museums. But I've wondered why all neighboring East Coast cities like Philadelphia and Richmond have both a top-tier children's museum and science museum, and DC has neither. That's why it's great to have Baltimore within such an easy reach.
Know any other car-free family trip destinations? Mention them in the comments. You can also read about Harpers Ferry for a car-free family trip.
For 11 years, Baltimore's Inner Harbor has played host to a beach volleyball league, which helps present a healthy, active image of the city to the 13 million people who visit the harbor each year. But instead of being celebrated, the league's getting kicked off-stage.
Baltimore Beach Volleyball's home in the Inner Harbor. Photo from BBV.
Baltimore Beach Volleyball (BBV) has 2500 weekly participants and plays games seven days a week from May to September. 87% of its players are millennials, or adults between 20 and 34, 88% are single (in case you're looking), and 37% come from outside of Baltimore City, according to Todd Webster, who runs the league. BBV has been touted as the largest inner-city metropolitan league on the East Coast, hosted games for the International Olympic Committee, and become a permanent stop on the Toyota Pro Beach Volleyball tour.
Baltimore ought to give BBV the proverbial keys to the harbor. Instead there are plans to boot the volleyballers from the Inner Harbor to Swann Park, an out-of-site, out-of-mind location two miles to the south in the shadow of Interstate 95.
The city of Baltimore, Waterfront Partnership, and Greater Baltimore Committee recently released the Inner Harbor II plan, which looks at ways to improve and expand open space around the harbor. It proposes replacing BBV's field and an existing park as well as the Pride of Baltimore memorial with a subterranean parking garage topped by an oval grass lawn and a small, sand "destination." How this lawn will be programmed is unclear.
The plan will cost $40 million, though parking revenues will offset some of these costs.
The Inner Harbor 2 plan would displace Baltimore Beach Volleyball, as well as the Pride of Baltimore memorial. Image from the plan.
Baltimore leaders have concluded that the Inner Harbor and Rash Field need a refresher. But the results of a citizen survey about the area suggest that residents prefer more local retail in the area and want to address the lack of activity in some parts of the harbor. The plan doesn't ignore those concerns, but its bigger proposals do overshadow them.
There are good ideas in the plan, like a pool barge. But unfortunately, leaders are rushing to start with Rash Field, a controversial and expensive part of the plan. How did the architects choose a grass oval lawn and sand lot for the top the garage? How is the proposed lawn not redundant with the similar West Shore Park and grassy feel of Federal Hill?
Baltimore and the Inner Harbor planners would benefit if they mixed in some of the affordable ingenuity demonstrated by Janette Sadik-Khan's New York City project portfolio. Her mantra: "Do bold experiments that are cheap to try out." She loves to talk about how Times Square was successfully transformed with lawn chairs and paint. All urbanists should view her TED Talk.
Instead of replicating amenities that already exist, there are ways to provide things that citizens actually want and retain an existing draw, all at much lower cost. Beach volleyball could become an anchor and destination for the area with the addition of local food and beverage vendors, water features, specialty kiosks, and tables overlooking the volleyball courts. The space could also accommodate other activities, like bocce, ping pong, yoga, Zumba, stationary bikes, and kayaks.
Meanwhile, the Rash Field garage is not only expensive, but unnecessary with the existing 45,000 parking spaces in downtown Baltimore. Has the city studied the possibility of valet parking service operating from the visitors' center as an alternative?
A valet service might make better use of existing parking capacity, be more convenient for visitors, and provide jobs. To increase access, extend Charm City Circulator coverage. Creating a safe network of cycle tracks to serve bicycles and bikeshare, which will launch this July, on the bike-unfriendly roads ringing the Inner Harbor would help.
In addition, building the parking garage will disrupt an important public space for up to two years of construction. The view from Federal Hill is a very photogenic spot, and a popular site for tourists and visitors. An unnecessary parking facility isn't enough of a compelling reason to take this space away when smaller changes would have a much shorter and less disruptive effect on the area.
This plan also would have an impact on the city's millennial community. Many young professionals seek healthy and active social amenities. The data shows clearly that millennials are driving Baltimore's growth more than any other generation. For young professionals, Baltimore Beach Volleyball is arguably the Inner Harbor's top draw. Unceremoniously kicking them out will not be viewed charmingly by this opinionated generation.
Millennials heavily populate nearby neighborhoods and have brought new life to the city. Why not ask them to help program the harbor?
A version of this post appeared at Comeback City.
Baltimore's downtown jail is a source of blight and a physical barrier between the city center and some of its most impoverished neighborhoods. Could moving it help heal the city?
The city's existing penal facility is a forbidding, sprawling 27-acre campus between the Johns Hopkins Medical Campus (JHMC) and downtown. It consumes vast amount of acreage on potentially lucrative real estate. Surface parking, blight, bail bonds, and strip clubs are the jail's only neighbors.
Most cities have sensibly relocated their prisons away from their economic centers. Moving Baltimore's jail from downtown was a pie-in-the-sky idea until Maryland began planning to sink over $500 million into demolishing and rebuilding the jail in place. Instead, what if the state spent the money to move the jail out of downtown entirely, freeing up the land for more constructive uses?
City Marketing 101 says you shouldn't put your jail as the welcome mat to your downtown or your top research hospital. By doing so, Baltimore sends the thousands of people coming to visit, to work, or to invest a grim reminder that the city immortalized by "The Wire" houses lots of dangerous people.
The jail's current location may be convenient for visitors and employees. It's transit-accessible, and the criminal courts are nearby. But if you consider the land's far greater potential, relocating the jail to Jessup, home to several other prisons, or abandoned industrial zones are better options.
Moving the jail presents Baltimore with many opportunities. Opening up space between downtown and Hopkins, the nation's #1 hospital, could create synergy between the hospital and area businesses, or drive investment to Jones Town, the long-stalled redevelopment of Old Town Mall, or the array of surface parking littered about. Some land could even become a park to serve downtown residents.
Meanwhile, the surrounding property would be more attractive to investment without a prison to repel more promising development. And in any scenario, redevelopment could generate jobs for the city, while retaining existing prison jobs elsewhere. Portions of new revenues from development could support other investments, like jobs for youth.
We should be cautious about building costly new prisons. America must find a way to reduce its world leading incarceration rates, while preventing violent crime. Locally, Baltimore's recent prison issues are certainly as much about management as with the aging physical facility.
Improved training and wages for prison guards and personnel would be astronomically cheaper than constructing new facilities. However, at some point, new facilities are going to be built. Good money should not be spent on a misplaced location.
Relocating large prison facilities from downtown is not only not unprecedented, it is common. New York City's main prison is an island in the East River. Indianapolis mayor Greg Ballard is now leading a plan to relocate its jail out of downtown. Aaron Renn explains how doing so could be a "game-changer" by eliminating multiple barriers to redevelopment.
Maryland is projected to add a million people by 2040. Baltimore needs to position itself to capture a portion of this growth. Adding dozens of acres available for development adjacent to the city's most prominent employers, as well as I-83 and the subway, is a promising opportunity.
The Department of Corrections is only looking at ways to build a new jail, but that shouldn't limit the thinking of top decision-makers in Baltimore and at the state level. There are innovative ways to reduce incarceration, provide opportunity, and remove barriers to Baltimore's economic potential. Rebuilding the jail in place should not be a rubber stamp. If other cities understand this, Baltimore should too!
Crossposted at Comeback City.
It's not surprising that corporate offices and sprawling suburbs are consuming the green fields between DC's and Baltimore's beltways. What is surprising is there's no real alternative: no urban places are being built at all of the MARC stations in the same corridor.
My wife and I live in Baltimore. Each morning, we splash cold water on our faces before heading to Penn Station in the dark. There, I drop my wife to catch the 5:50 MARC train to Union Station, where she will then transfer to the Metro and arrive at work by 7:30. This is a better choice than driving through morning and evening rush hour in two cities, which she has tried before.
I work in Baltimore, but have meetings in the suburbs between there and DC. By being in the middle, families and businesses can access the employment, cultural, airport, and other benefits of both regions. But the traffic is terrible, and there is pressure to use taxpayer dollars to widen roads or create new ones, like the Intercounty Connector.
The status quo development between Baltimore and DC is comprised of both commercial and residential sprawl, some of which is very close to MARC stations. But the way it's designed and sited makes it inaccessible to train passengers.
The US Green Building Council (USGBC) and its LEED rating system need to play a role. USGBC should not be giving isolated, land-gobbling sprawl producers green credentials for energy efficiency when these same buildings require inefficient commuting.
By contrast, all seven Penn Line stations, and most of the Camden Line stations between Baltimore and DC lie in a desert of surface parking lots (there's actually a garage at BWI Airport station). It's difficult to even get a cup of coffee at most of these outposts. But the train service offered there can deliver a passenger to the center of Washington or Baltimore roughly as fast and as comfortably as the Metro or a car.
Can we encourage transit-oriented development around MARC stations, the way we have around places like Arlington, Rockville, Bethesda, and Silver Spring, which have grown up around Metro stations? Kaid Benfield has covered Arlington's success in revitalizing neighborhoods without increasing traffic. And Chris Leinberger has described the growth of what he calls "WalkUP" development that is becoming so prevalent in the DC area.
While I advocate for infill development inside the beltways, there's still demand for development in between. It is time to start urban, mixed-use development along the MARC Penn and Camden lines.
The Maryland Department of Transportation (MDOT) proclaims they are open for business partnerships at MARC stations, and have a transit-oriented development (TOD) underway at Odenton. Private sector developers have made lots of money building urban neighborhoods at Metro stations, particularly in Montgomery and Fairfax counties. There is potential for similar opportunity adjacent to MARC stations.
So why has scattered growth continued between Baltimore and DC while MARC stations remain constellations of barren surface parking? I speculate the issue is the cost of structured parking, which frees up room for urban development. With cheap available greenfields to build lots on, why spend the money?
The frequency of MARC service also affects the prospects for development around stations. Headways on the Penn Line are close to an hour outside of rush hour, while the Camden Line is even less frequent, and offers no trains in the middle of the day or on weekends.
More frequent MARC trains help overcome one advantage the Metro has over Maryland's commuter lines. Increased service, like weekend service on the Penn Line that started this December, makes TOD more viable because the people who live and work there can rely on it.
There are an increasingly large number of people who travel between Baltimore and Washington that may prefer a hassle-free train ride to a drive in traffic. Especially if there's a cosmopolitan urban environment where they get on and off the train. There is a premium for this in Bethesda and Arlington, and there could be at MARC stations as well.
To get on a roll at MARC stations, the public sector may have to help build and finance structured parking to open up land adjacent to stations for development. Stu Sirota, principal of TND Planning Group, says there needs to be an overarching vision coupled with marketing. "A real regional planning effort or charrette will show how all these station areas could become cool transit villages (or bigger)," he says, "and what an incredible impact that could have on the Baltimore-Washington corridor."
Once there are a few hot spots along the Penn and Camden lines, the areas around MARC stations will become coveted real estate. It is time to get started.
Since it opened in the 1960s, the University of Maryland Baltimore County in Catonsville has been known as a commuter school. But university officials are giving students alternatives to driving to campus, starting with a new bikeshare program.
Sitting at the intersection of interstate highways 695, 195, and 95, UMBC's campus just outside Baltimore was designed for drivers. A loop of heavy vehicular traffic encircles the campus, and most students live elsewhere. As a UMBC student, I frequently became frustrated by the amount of traffic, poor planning, and lack of parking on campus.
Recently, the university has made significant strides in becoming more sustainable. Its shuttle system now reaches nearby MARC and light rail stations, and officials have added carpool-designated parking, Zipcar services, and charging stations for electric cars. In late October, UMBC launched its first-ever on campus bikeshare program.
The bikeshare program is a partnership between UMBC's assistant athletic director, Mike D'Archangelo, and Scott Westcoat of C'Ville Bikes and The Hub in Catonsville. Any UMBC student can rent a bike free of charge with their student identification card. Students will be able to take out a bike for anywhere from a couple of hours to a week or more. This program is a little different from traditional bikesharing programs like Capital Bikeshare, which are intended for very short-term rentals.
Other area universities have expressed interest in giving their students alternatives to driving, citing the expense and harm to the environment. Towson University launched its first bikeshare program last spring, and runs shuttles to a nearby light rail station.
UMBC's future campus planning calls for additional bicycle and pedestrian paths to neighboring communities and nearby attractions, making it easier for students to travel to and from campus and explore the wider region. In 2012, Baltimore County announced plans to construct two new bike routes from UMBC to the Halethorpe MARC Station and Frederick Road in Catonsville's business district.
The UMBC bikeshare program will greatly enhance the transit opportunities available to students. The program will not only offer a free method of transport, but will also greatly improve connections to Catonsville and Arbutus. This interconnection will support the local economy in a sustainable way, and will encourage the thought process for advanced alternative modes of transportation for UMBC and southwestern Baltimore County in the long term.
This map shows every Amtrak, commuter rail, metro, light rail, and tourist rail line from Maine to North Carolina, to scale.
It comes from NortheastRailMap.com, and you can even download it in a fully-editable Adobe Illustrator format.
Cross-posted to BeyondDC.
- Baltimore's car-stuffed waterfront is poised to keep adding more cars
- How well do you know Metro? Can you guess the station?
- Top 6 reasons a parking garage near 14th and U is a bad idea
- Three ways to build in Forest Glen without creating more traffic
- Another way to see the US: Map of where nobody lives
- Curb-protected cycletracks are now appearing in DC
- The Park Service wants to fix a dangerous spot near Roosevelt Island