Greater Greater Washington

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Transit


DC Circulator is such a great brand it's expanded to Ohio

Earlier this year Columbus, Ohio launched CBUS, the Columbus Circulator. It's a special overlay bus route running along the main street through the city's densest, most urban neighborhoods. It comes every 10 minutes, has a low (actually free) fare, and limited stops. Sound familiar?

Oh, and here's a photo:


Photo by Darius Pinkston on Flickr.

Look familiar? That sweeping line, the destinations labeled on the side, "CIRCULATOR" in a modern sans-serif font right in the middle. It looks nothing like Columbus' standard bus livery, but it is all very reminiscent of the DC Circulator.

In fact, Ohio transit advocates had the DC Circulator in mind during planning for CBUS.

Columbus isn't alone, either. "Circulator" is spreading as an increasingly common brand choice for short-distance, high-frequency buses in mixed-use areas, especially near DC. There's a Bethesda Circulator, a Tysons Circulator, and a Baltimore Circulator.

Just how far will this brand spread?

Cross-posted at BeyondDC.

Public Spaces


Baltimore plans to replace beach volleyball with a parking garage

Over the past 11 years, beach volleyball has become an unlikely success in Baltimore's Inner Harbor, drawing young adults for clean, athletic fun. But as the city moves ahead with plans to replace the volleyball courts with a parking garage and rooftop lawn, typically unengaged millennials are fighting back.


Fun in the Baltimore sand. All images by Katie Howell Photography.

Under Mayor Stephanie Rawlings-Blake, Baltimore hasn't poured a lot of public resources into sexy projects, focusing instead on keeping the city afloat and the books balanced. That's why it was surprising when the visionary Inner Harbor 2 Plan emerged.

The plan's headliner is an iconic bike/pedestrian bridge across the harbor. Other smaller complimentary projects, like adding stationary exercise bikes, food kiosks with outdoor seating, kayak ports, bike share, playgrounds, more beach, or a pool barge, would collectively make a big difference.

But there's been pushback to a proposal to build a $40 million, 500-space parking garage, which would replace the volleyball courts where the Baltimore Beach Volleyball league has operated since 2003, as well as a memorial to the Pride of Baltimore, a sunken clipper ship.

The garage, which would have a rooftop lawn, appears to be the very first project out of the gate, causing the Inner Harbor 2 plan to get off to an unpopular start for many. Millennials, often criticized as a demographic for being politically absent, are expressing their unhappiness about losing a popular recreational area for a parking garage.

Volleyball supporters have written at least five letters to the Baltimore Sun over the past month advocating for the beach at Rash Field and noting its ability to draw young people. An unscientific poll from an earlier post I wrote in February received over 850 votes of 900 total for keeping beach volleyball.

Rash Field could use some improvements, but the many smaller projects in the Inner Harbor 2 plan could give the space the punch the city is looking for. Todd Webster, owner of Baltimore Beach Volleyball has been willing to help pitch in, if he could secure a multi-year lease for the league.


Beach volleyball is a social attraction for Baltimore.

A parking garage isn't what will make Rash Field and the Inner Harbor a better place. There are many cheaper ways to make Rash Field better without displacing Baltimore Beach Volleyball or the Pride of Baltimore memorial. Doing so would not only be in keeping with the city's bent for fiscal responsibility, but it could also free up money for projects that are truly a game-changer for the Inner Harbor.

Transit


America can learn from this French city's complete streets

Strasbourg, France is a beautiful city that takes its complete streets to heart. The roads through the old city gracefully mix street trams/light rail with bicycle paths and friendly traffic calmed streets. Pedestrians move easily. Its central intercity train station is a glamorous historic building sheathed in a chic, modern glass shell.


Strasbourg's train station. Photo by barnyz on Flickr.

My family moved to Strasbourg when I was 12. In French school, I comprehended little, and regularly escaped the gates of Le Lycée International des Pontonniers to explore the city by foot and public transportation. It was liberating to take my lunch money and spend it in boulangeries around town or even into Germany across the Rhine River. My parents thought I was in school and I may not have been in the country!

Given the quality of its infrastructure, it would be easy to think the French city is quite large. In fact, Strasbourg is a metro area with a population the size of Albany, Little Rock, Colorado Springs and would rank 73rd in US metro size behind Columbia, SC.


Complete Streets in Strasbourg. Photo by Spiterman on Flickr.

6 tram lines ply this small city

The Strasbourg metropolitan area of 760,000 people contains six tram lines, 56km (36 miles) of track, 72 stations, and daily ridership of 300,000 as of 2010. No US city near this size has this kind of rail system.

During the day, trams run every 6 minutes Monday to Friday, 7 minutes on Saturday and 12 minutes on Sundays. Yearly passes are 456 euros ($620 dollars) with discounts for those over 65 and under 25. A single fare is 1.60 euro ($2.18).


Trams glide from suburbs into the dense city with a dedicated right of way. Photo by michallon on Flickr.

Strasbourg's trams function as a hybrid of what in the US we would call streetcars and light rail. The rail vehicles are similar to streetcars because they are mostly in the roadbed and integrate into the city's fabric, but unlike streetcars, they operate with their own right of way separate from traffic, as light rail does.

Bicycle infrastructure abounds

To complement the tram system, Strasbourg has almost 500km (311 miles) of cycling paths, 18,000 bike racks that serve over 130,000 cyclists. Secure bike parking lots and tire inflation facilities are available at bus and tram stops for transit card holders.


Across the city, bicycles get their own space in the street network. Photo by NACTO on Flickr.

Baltimore County, a national leader in Complete Streets, still lags far behind Strasbourg

Many US cities have adopted complete street ordinances and individual streets have been retrofitted. Locally, Baltimore County has been recognized as a national leader for Complete Streets, ranking 6th among 83 communities in the US with Complete Streets programs.

Despite this recognition, the county's on-road bike network is minimal; members of the Baltimore County Pedestrian and Bicycle Advisory Committee have been frustrated by the lack of commitment to projects; the county has missed the mark on its pedestrian safety campaign; and now its county executive struggles to find a $50 million contribution for the $2.4 billion Red Line his administration says it supports.


The future home of the Towson Bike Beltway in Baltimore County. Image from Google Street View.

In Baltimore City, Council Bill 09-0433 was adopted in 2010 directing the Departments of Transportation and Planning to apply "Complete Streets" principles to the planning, design, and construction of all new city transportation improvement projects.

Despite the accolades and the policies, "complete streets" in Baltimore County and Baltimore City still feel foreign. Too many incidences of tragic pedestrian, bicycle, and vehicle crashes get blamed on user error than engineering design.

Only a few of the most progressive US cities are scaling up Complete Streets projects. On the ground implementation in many jurisdictions remains the elusive prize. Complete Street advocates look forward to seeing first rate projects in the city and the suburbs get designed, funded, and become reality.

You can see a gallery of pictures of Strasbourg's complete streets infrastructure at Comeback City.

Public Spaces


An urban park won't succeed with suburban edges

A large urban park may be an oasis where the city feels distant, but to succeed, a good large urban park also ties in well with neighborhoods at its borders. New York's Central Park does this well, as does Patterson Park in Baltimore. Druid Hill Park, to its northwest, does not.


The wide roads at the edges of Druid Hill Park break the park into fragments and are a barrier to the adjacent neighborhoods. Images from Google Street View.


The borders of Central Park are clearly defined. Pedestrians easily cross into it and there is food available on three corners.

Druid Hill Park was built around the same time as New York's Central Park. Its beautiful 750 acres offer urban forest, fields, a zoo, a reservoir, and recreation.

However, at its edge, traffic engineers designed a tangle of speedy arterial roads with grassy medians not unlike route 175 that links Columbia, MD with Interstate 95. Unlike sprawling suburban Columbia, Druid Hill Park is surrounded by dense historic neighborhoods filled with row houses and apartments.


Big roads with fast moving traffic separate Druid Hill park from adjacent neighborhoods. Image from Google Maps.

Many of the people who live nearby do not own cars. The obese hard-to-cross roads do a good job of both being unpleasant for nearby neighbors and creating a barrier to accessing the park. Furthermore, the road slices into the park and leaves the park edges oddly fragmented.

The roads around the park have been engineered for speed to the detriment of nearby residents and families who might want to walk to the neighborhood park.

Compounding the problem, Druid Hill Park's many amenities, including the Maryland Zoo in Baltimore, picnic pavilions, pool, athletic fields and courts, gardens, and playgrounds are buried deep in the center of the park. It is a long walk from the edge of the neighborhoods to the park's activity centers. To get to anything easily in the park, you have to drive.

Other large urban parks succeed where

Druid Hill's contemporary, Central Park in New York, did not abandon the urban street grid, and it functions well as both a neighborhood park and a destination.

The same goes for Patterson Park, five miles to the southeast of Druid Hill Park. It has a road network on its edges that work much better. Patterson Park is bordered by heavily trafficked Baltimore Street and Eastern Avenue, but these roads remain true to the urban street grid with regular T-shaped intersections.

All streets are only four lanes, including on-street parking. Traffic travels much slower. Crosswalks are more frequent. Neighbors can see ball fields, playgrounds, people enjoying the park right from their bedroom windows.

Patterson Park is much more intimate with its neighborhoods on all four sides. This design difference helps make Patterson Park, far more interwoven into the daily lives of the residents in the blocks across the street.


In Patterson Park, the activities in the park are easily viewed from bedroom windows, traffic is slow, and the roads are easily crossable. Photo by the author.

Design is psychology

Happy City author Charles Montgomery writes, "Cities that care about livability have got to start paying attention to the psychological effect that traffic has on the experience of public space." He explains that humans get anxious when speeds increase, because we know our bones cannot withstand a crash at more than 20 mph.

This makes places like the swift roads dividing Druid Hill Park with the neighborhoods of Reservoir Hill, Parkview, Liberty Square, and Park Circle unhappy places. It may also help explain why these neighborhoods' park-front real estate is so weak.

In 2010, Gerald Neily, writing in the Baltimore Brew, made some of the arguments made in this post. Since that time, very little has changed.

Cities and neighborhoods always have to evolve to prosper. The southern, western, and northern edge of Druid Hill Park are not working. The evidence is as clear as the vacant buildings and lots on the park's edge. New York's Central Park and Baltimore's Patterson Park can give direction on how to design the edge of a park in an urban setting. Druid Hill Park has unrealized potential to be a much better urban park. Retrofitting its suburban design will help.

Transit


The National Zoo and DC Metro fit together. So could Baltimore's Zoo and its Metro (but they don't).

While Washington has a Metro stop with "Zoo" in its name, the Metro subway in Baltimore and its zoo appear to ignore each other.


Open space between the Mondawmin Metro Station and the (Baltimore) Zoo entrance. Image from Google Maps.

At the nearby Mondawmin Metro stop, there is scant evidence the Maryland Zoo in Baltimore (Baltimore Zoo) even exists. At the zoo, there's little mention of the subway. Meanwhile, the Washington Metro, the Smithsonian National Zoological Park, and nearby commercial retailers have a symbiotic relationship.

The Woodley Park/Zoo Metro station and the National Zoo are the same distance as the Baltimore zoo entrance and its nearest subway station, 0.4 miles or a 9 minute walk.


Image from Google maps.

The zoo could be even closer to the Metro

The Baltimore Zoo is tucked away inside a park, Druid Hill Park. Unlike in DC, where the National Zoo's entrance is right on Connecticut Avenue, the Baltimore Zoo entrance isn't at the edge of the park. If architects designed a gateway closer to the station, or even across the street on the grounds of the beautifully renovated Parks and People Headquarters, it would create a stronger connection.

The station could reflect the zoo

Renaming the Mondawmin Station the Mondawmin/Zoo Station is an easy fix. Even bolder would be a zoo inspired interior/exterior design competition for the gloomy station. Baltimore's Red Line light rail planners are currently seeking qualifications from artists for design projects for its stations. The subway's stations could use some fresh design, too.

Better designed and safer pedestrian crossings would also help integrate the station, the Zoo, and Druid Hill Park. Auchentrolley Terrace is the size of an interstate and should shrink by multiple lanes.


In Baltimore, lots of open space exists between between the Mondawmin Station entrance (left) and the hidden (Baltimore) zoo entrance (right). All photos by the author.


In Washington, transit and the zoo integrate into the city.

The zoo could boost the Metro brand

The zoo in Baltimore has plenty of parking and most patrons arrive by car. Integrating the subway and the zoo won't change this. What can change is the perception that the areas around the Baltimore subway stations never change and that the subway has few destinations at its stations.

Taxpayers have invested $1.3 billion in Baltimore's Metro Subway. One of the valid complaints about the subway is that it does not serve enough places that people want to go. For the subway to attract new ridership and development at its stations, it needs to build its brand. By increasing the destinations it serves and refreshing its stations, Baltimore citizens and investors, may look at the line in a new way.

The new Social Security complex, potentially a State Center transit oriented development, a revitalized west-side, and an enhanced zoo stop would add momentum for the subway.

A connection could help businesses

The Baltimore Zoo draws almost 375,000 people who spend $10.8 million each year, according to a 2011 study. Linking the Baltimore subway with the zoo will not turn Auchentrolley Terrace into Connecticut Avenue overnight. But by integrating the zoo with the station and its neighborhood, there is more economic spin-off potential than with its current isolated location. It is not hard to imagine businesses that benefit from hungry or thirsty zoo visitors opening near the subway and zoo entrances.


In Washington, Connecticut Avenue has vibrant retail between the zoo and subway entrance.

Car-less Inner Harbor tourists in Baltimore and downtown residents might be tempted to take the subway from Charles Center to visit the zoo or seek the green space of Druid Hill Park, especially if they could grab a nice lunch near the station.

When the Baltimore Ravens provided Quarterback Joe Flacco a 120 million dollar contract and he was getting regularly sacked, people clamored for the need to protect the investment in the QB by shoring up the offensive line. Baltimore's can also shore up the investment in its subway with a few strategic projects and destinations at its stations. A better connection to the Zoo warrants a look.

Bicycling


Baltimore starts building a real bicycle network

Baltimore transportation officials have proposed a "network of bicycle infrastructure," including the city's first-ever cycletrack. It's a big leap beyond today's incongruent sharrows and paint.


The proposed Downtown Bicycle Network. Image from Baltimore DOT.

The cycletrack will stretch 2.6 miles along Maryland Avenue and Cathedral Street, from Johns Hopkins University in the north to the convention center near the harbor. It will be installed this fall. For the city's bicycle advocates, the network represents a hope that Baltimore may start to build bicycle infrastructure on par with Washington and catapult bicycling forward in the central business district.

Will the Downtown Bicycle Network actually serve downtown?

While its name is the "Downtown Bicycle Network," the projects are mostly actually in Mt. Vernon, a neighborhood north of the central business district. The cycletrack will get a bicyclist downtown, but for now that is where the network ends.

A Pratt Street cycletrack could provide an east/west complement to the north/south Maryland Avenue cycletrack.

Pratt Street is the main artery of the business district. Because of its width and concentration of businesses, hotels, tourist attractions, facilities like the convention center, institutions like the University of Maryland, it remains the grand prize for a cycletrack. Bikemore, Baltimore's bicycle advocacy organization, is pushing this idea.


Image: Pratt Street in Baltimore. The south lane (on left) is a bus/bike lane. Photo by the author.

Officially, Baltimore's bike map lists bus/bike lanes on Pratt Street. However, these lanes are not often enforced and not comfortable for many bicyclists.

Some maps and officials also consider the Inner Harbor Promenade and the Jones Falls Trail adjacent to Pratt Street as bike facilities. But in summer, they are often packed with tourists, strollers, pedestrians, and are often impassable for bicyclists.

If not for Bixi's financial troubles, it is likely Baltimore would have a bikeshare system by this summer. Hopefully, Baltimore can use the delayed launch to continue to build a better network to support cycling. The better the infrastructure, the better bikeshare will work when it eventually launches.


Proposed bikeshare stations. Image from Baltimore DOT.

Baltimore can learn from DC and Pittsburgh

Washington is not the only nearby city for Baltimore to seek inspiration. Pittsburgh has integrated quality bike facilities along its waterfront and made connections to nearby neighborhoods. In a Pittsburgh Magazine article about the steel city's revitalized riverfront, Lisa Schroeder, president and CEO of Riverlife, likens the increased traffic along the riverfront to the growth of the regional trail network.

"The more trail that was created, the higher the number of users," she said. "We hit that momentum point along the rivers this year. People realized, 'Ahathis is a network, and I can go in all directions.'" Bill Peduto, Pittsburgh's new bicycle-friendly mayor wants his city to be in Bicycle magazine top ten US cities, despite its hilly contours.

Will the Maryland Avenue cycletrack be the first of a series of complementary projects, extensions, and improvements to Baltimore's bicycle network? The fast growth of DC's and Pittsburgh's networks make us optimistic that the Charm City will soon catch the momentum too.

Development


Northern Virginia skyscraper rivalry has a new leader: Fairfax approves 470′ Capital One tower

Last Friday, Fairfax officially approved a new headquarters tower for Capital One in Tysons Corner. At 470 feet tall the new building will be the tallest in the DC region after the Washington Monument.


Proposed Capital One skyscraper. Image from Fairfax.

If that news sounds familiar, it's because in May of 2013 Fairfax approved developers proposed a 435 foot tall building, then the tallest in the region yet. And when Alexandria approved a 396 foot tall tower, that also would've been the tallest. Meanwhile, Arlington's 384 foot tall 1812 North Moore tower recently finished construction, officially taking over the title of region's tallest skyscraper (for now).

There may not be an explicit competition, but the fact is undeniable: Northern Virginia's in a full-on skyscraper rivalry. And Tysons is pulling insurmountably ahead.

At 470 feet tall, this new Tysons building will be the first in the DC region to officially eclipse Richmond's tallest, the 449 foot tall Monroe Building. Baltimore and Virginia Beach each have towers above 500 feet, often considered to be the breaking point for a true skyscraper.

Cross-posted at BeyondDC.

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