Posts about Maryland
Where do you think the most congested intersections are in Montgomery County? Maybe right by the Bethesda Metro? In downtown Silver Spring? University, Georgia, and Veirs Mill in Wheaton? Actually, no. A review of Montgomery County's 50 most congested intersections found only one inside one of the county's urban centers.
There are busy intersections in the more car-oriented neighborhoods around downtown Silver Spring, but not in the core. Map by the author.
County planners ranked the 50 busiest junctions for the Mobility Assessment Report, a regular review of Montgomery's transportation needs. Notably, the report found that the amount of driving in the county has stayed the same since 2002 even while 100,000 new people came in.
The busiest intersection is Rockville Pike at West Cedar Lane in Bethesda, next to NIH and Walter Reed, which had a critical lane volume of 1,957 cars during morning rush hour. In other words, that means that nearly 2,000 cars pass through a single lane of that intersection each morning. In second place is Rockville Pike and Nicholson Lane in White Flint, which is slowly evolving into a new downtown.
Other than that, the top 50 didn't contain a single intersection in the downtowns of Bethesda, Silver Spring, and Wheaton, in Friendship Heights, or Rockville Town Center. For decades, Montgomery County has had a policy of directing growth to walkable, urban neighborhoods near transit stations with an aim of reducing car traffic.
|Rank||Intersection||Community||AM CLV||PM CLV|
|1||Rockville Pike at West Cedar Ln.||Bethesda||1,957||1,612|
|2||Rockville Pike at Nicholson Ln.||White Flint||1,234||1,929|
|3||Old Georgetown Rd. at Democracy Blvd.||North Bethesda||1,423||1,923|
|4||Darnestown Rd. at Riffle Ford Rd.||North Potomac||1,061||1,898|
|5||Shady Grove Rd. at Choke Cherry Ln.||Rockville||1,363||1,853|
|6||Connecticut Ave. at East-West Hwy.||Chevy Chase||1,684||1,848|
|7||Georgia Ave. at 16th St.||Silver Spring||1,122||1,816|
|8||Great Seneca Highway at Muddy Branch Rd.||Gaithersburg||1,464||1,800|
|9||Frederick Rd. at Montgomery Village Ave.||Gaithersburg||1,536||1,795|
|10||Rockville Pike at 1st St./Wootton Pkwy.||Rockville||1,768||1,610|
|11||East Gude Dr. at Crabbs Branch Rd.||Derwood||1,742||1,211|
|12||Veirs Mill Rd. at Twinbrook Pkwy.||Rockville||1,426||1,721|
|13||1st St. at Baltimore Rd.||Rockville||1,422||1,718|
|14||Connecticut Ave. at Plyers Mill Rd.||Kensington||1,349||1,710|
|15||Shady Grove Rd. at Epsilon Dr./Tupelo Dr.||Derwood||1,704||1,403|
|16||University Blvd. at Piney Branch Rd.||Silver Spring||1,579||1,703|
|17||East Gude Dr. at Southlawn Ln.||Rockville||1,692||1,450|
|18||Randolph Rd. at Veirs Mill Rd.||Wheaton||1,683||1,679|
|19||Piney Branch Rd. at Philadelphia Ave.||Takoma Park||1,228||1,680|
|20||Columbia Pike at Fairland Rd.||Fairland||1,416||1,678|
|21||Connecticut Ave. at Jones Bridge Rd.||Chevy Chase||1,490||1,672|
|22||Montrose Rd. at Tower Oaks Blvd.||Rockville||1,663||1,232|
|23||Bradley Blvd. at Wilson Ln.||Bethesda||1,660||1,603|
|24||Falls Rd. at Maryland Ave./Potomac Valley Rd.||Rockville||1,384||1,658|
|25||Georgia Ave. at Norbeck Rd.||Aspen Hill||1,656||1,592|
|26||Frederick Rd. at Shady Grove Rd.||Shady Grove||1,647||1,486|
|27||Colesville Rd. at Dale Dr.||Silver Spring||1,604||1,645|
|28||Shady Grove Rd. at Midcounty Hwy.||Derwood||1,644||1,323|
|29||Clopper Rd. at Waring Station Rd.||Germantown||1,636||1,589|
|30||Montgomery Village Ave. at Stedwick Ln.||Montgomery Village||1,633||1,170|
|31||Connecticut Ave. at Bradley Ln.||Chevy Chase||1,415||1,628|
|32||Georgia Ave. at Forest Glen Rd.||Silver Spring||1,318||1,626|
|33||Colesville Rd. at Sligo Creek Pkwy.||Silver Spring||1,508||1,624|
|34||Georgia Ave. at Columbia Blvd./Seminary Ln.||Silver Spring||1,520||1,624|
|35||Veirs Mill Rd. at 1st St.||Rockville||1,610||1,475|
|36||Aspen Hill Rd. at Arctic Ave.||Aspen Hill||1,609||1,467|
|37||Norbeck Rd. at Muncaster Mill Rd.||Aspen Hill||1,609||1,238|
|38||Columbia Pike at Greencastle Rd.||Fairland||1,607||1,575|
|39||Old Georgetown Rd. at Tuckerman Ln.||North Bethesda||1,604||1,261|
|40||Great Seneca Highway at Quince Orchard Rd.||Gaithersburg||1,602||1,547|
|41||Randolph Rd. at Parklawn Dr.||North Bethesda||1,601||1,165|
|42||Democracy Blvd. at Falls Rd./South Glen Rd.||Potomac||1,594||1,167|
|43||River Rd. at Holton-Arms School||Bethesda||1,591||1,358|
|44||Norbeck Rd. at Bauer Dr.||Aspen Hill||1,586||1,329|
|45||Randolph Rd. at New Hampshire Ave.||Colesville||1,440||1,580|
|46||Layhill Rd. at Ednor Rd./Norwood Rd.||Olney||1,579||1,425|
|47||River Rd. at I-495||Bethesda||1,579||957|
|48||River Rd. at Willard Ln./Greenway Dr.||Bethesda||1,579||1,530|
|49||East-West Hwy. at Jones Mill Rd./Beach Dr.||Chevy Chase||1,087||1,574|
|50||Colesville Rd. at Franklin Ave.||Silver Spring||1,413||1,571
As a result, while these areas do have higher-than-average rates of foot and bike traffic and high rates of transit use, they're not as congested as more suburban parts of the county. Just 16 of the top 50 intersections were inside the Beltway.
Not surprisingly, some of the busiest junctions are along major commuter routes like Rockville Pike, Connecticut Avenue, and Georgia Avenue. But many are on small, two-lane roads in suburban or rural communities like #4, Darnestown Road and Riffle Ford Road in North Potomac, or #46, Layhill Road, Ednor Road, and Norwood Road near Sandy Spring. These places are spread-out and far from transit, jobs, and other amenities, meaning residents have to drive a lot.
This report shows that if you build places on the assumption that people will drive everywhere, you'll get a lot of traffic, while if you give people options, you'll get less. Not everyone may want to live downtown, but those who choose to do so are keeping the roads clear for everyone else.
Reader Michael Fekula wants to see new and more frequent Sunday bus service to his neighborhood, Westchester Park, between College Park and Greenbelt. He sent us a copy of a letter that he wrote to WMATA General Manager Richard Sarles:
I live in the Westchester Park community which is located on Kenilworth Avenue east of Berwyn Heights and west of Greenbelt. We are served by one bus route: the R12, which runs Monday through Saturday.
The biggest problem is that there is no Sunday service. We have a large number of senior citizens and many others who go to church on Sunday but who cannot get there unless somebody gives them a ride.
There are others who work on weekends, plus, a large number of Univ. of Maryland students who have no way to get to campus on Sunday.
Even shopping nearby is problematic as the closest shopping center, Beltway Plaza, is going to be too long of a walk for older people.Matt Johnson wrote about this issue in neighboring Greenbelt back in June. Matt even made a map that showed the stark difference between bus service during the week and on Sundays.
The closest bus service to our location on Sunday is the route 81 bus which goes to the far side of Beltway Plaza
— a good 30 minute walk from Westchester Park. And it only runs once an hour on Sundays and service ends late afternoon. Not at all convenient.
Matt points out that the obstacle to Sunday bus service (or increasing bus service in other ways) is probably not WMATA itself, but the state and local governments:
TRU-G (the transit advocacy group in Greenbelt) has been pushing for Sunday service for years now. WMATA is interested in providing the service, but there's a catch. WMATA doesn't get to decide where to expand service. The funding jurisdiction does. And in the case of Prince George's (and Montgomery) County, that's the Maryland Department of Transportation.Therefore, Michael Fekula and any other Maryland residents who want more bus service on Sundays might also want to start talking to lawmakers in Annapolis and officials at MDOT to ask the state to provide funds for better bus service.
MDOT has to pony up the money, not WMATA. Until people exert enough pressure on the state government, that's not going to happen. In Greenbelt, we've been trying for several years, but there are lots of projects competing for money from the state, and Sunday bus service in Greenbelt hasn't yet made the cut.
Montgomery County has 100,000 more residents than 10 years ago, but the amount of driving in the county has actually stayed the same, says a new study on how people get around. Meanwhile, more people are walking and biking inside the Beltway, and bus ridership is growing well outside it.
Montgomery County's population has grown, but the amount of driving miles hasn't.
Graph from the Planning Department.
Drivers traveled about 7.3 million miles on state roads in the county in 2012. It's a slight decrease from 2011, but about the same as in 2002, when the county had just over 900,000 residents, compared to 1.005 million residents today. It's in line with both regional and national trends, and suggests that people didn't stop driving simply because of the Great Recession.
The results come from the Mobility Assessment Report, which the Planning Department conducts every few years to identify Montgomery County's biggest transportation needs. County planners measured pedestrian, bicycle, and car traffic throughout the area, in addition to looking at transit ridership.
Silver Spring has more foot traffic, Bethesda has more cyclists
Planners counted the number of pedestrians at 171 locations and the number of cyclists at 25 locations across the county, and plan to do more detailed studies in the future. Not surprisingly, the most walkers and bikers can be found in the county's urban centers, including Silver Spring, Bethesda, and Wheaton, as well as White Flint.
9,500 people use the intersection of Georgia and Colesville each day. All photos by the author unless noted.
The county's busiest pedestrian intersection is Georgia Avenue and Colesville Road in downtown Silver Spring, with 9,500 pedestrians each day. (By comparison, the intersection of 7th and H streets NW in the District sees 29,764 pedestrians daily.) All of the county's busiest intersections for cyclists were in Bethesda; number 1 is Woodmont Avenue and Montgomery Lane, with 163 bikes during the morning and evening rush hours.
More bus riders in the Upcounty
Montgomery's busiest Metro stations are inside the Beltway, including Silver Spring, Bethesda, and Friendship Heights, as well as Shady Grove, a major park-and-ride station. The most-used Metrobus routes are also closer in, like the C2/C4, which serves Langley Park, Wheaton, and Twinbrook and serves over 11,000 people each day, and the J line, which serves Bethesda and Silver Spring.
Surprisingly, the county's busiest Ride On routes are now in the Upcounty: the 55, which runs along Route 355 between Rockville and Germantown, and the 59, which serves Rockville, Gaithersburg, and Montgomery Village. These routes all carry between 3,000 and 4,000 riders each day; the 55 is one of the county's most frequent bus routes, running every 10 minutes during most of the day.
That said, transit use in the county has fluctuated in recent years. After decreasing during the recession, daily Metrorail ridership has remained stable since 2009 and fell slightly from 28,504 riders between July 2012 and July 2013 to 27,360 during the following year. About 57,000 people rode Metrobus each day over the past year, a decrease of 6,000 from the previous year.
Most transit riders in the county take Ride On, which carried 88,370 people between July 2012 and July 2013. While it's a slight increase from the year before, it's still 7,000 fewer riders than in 2008, when the county made significant service cuts that were never restored.
More people are using the ICC, but fewer than expected
Meanwhile, more people are using the Intercounty Connector, the highway between Gaithersburg and Laurel north of the Beltway that opened in 2012 and will finish construction this year. An average of 30,000 vehicles used the toll road each weekday in 2012, while traffic rates have increased about 3% each month.
But traffic on the ICC is still much lower than state officials' estimates, raising the question if it was worth the $2.4 billion cost. It does appear to have taken cars off of parallel roads, like Route 108, Route 198, and Norbeck Road, where traffic has fallen by up to 16.9% since the highway opened.
Some roads are always busy
Planners noted several roads that have consistently high congestion, like Rockville Pike, Georgia Avenue, Veirs Mill Road, and Colesville Road. It's no coincidence that these are four of the corridors where both the county and the State of Maryland are studying the potential for Bus Rapid Transit.
There isn't a lot of room to widen these roads or build more interchanges, meaning we have to find new ways to add capacity. Trends suggest that Montgomery County residents are driving less and using transit more, at least when it's frequent and reliable. And as the county continues to grow, we'll have to provide more alternatives to driving if we want to offer a way out of traffic.
The Maryland Transit Administration (MTA) is seriously looking at how to let passengers bring ordinary bicycles aboard MARC trains. A background briefing by top MARC officials last week left bicycle advocates with the distinct impression that they want to allow bikes on some weekend trains within the next year or so.
MTA officials have long said that the combination of high speeds and full trains prevented allowing bikes. At a meeting three years ago, advocates pressed the matter with Simon Taylor, the Assistant Administrator of MTA, and John Hovatter, Director of MARC and Maryland Commuter Bus Operations.
Taylor and Hovatter made it clear that there was no real prospect for bikes on trains anytime soon. But they also said that MARC was planning for weekend service, and that bikes "should" be allowed if that service started.
At the time, weekend trains seemed like a remote possibility. Now they are a reality, and MARC officials are evaluating options for allowing bikes aboard some weekend trains.
Why MARC does not allow bikes on trains
Taylor and Hovatter explained their reluctance to allow bikes on trains to several advocates at the 2011 meeting. Federal safety rules require bicycles to be securely tied down on trains running faster than 70 mph, lest they become projectiles in a crash, the officials said.
On the Penn Line, trains exceed 70 mph along most segments except in Baltimore. On some stretches, the trains exceed 110 mph when pulled by electric locomotives. MTA engineers have been unable to devise a way to quickly secure bikes without permanently removing 3 to 5 seats from the car for every pair of bikes. With full trains, that is not a tradeoff that MARC is willing to make.
The Camden and Brunswick Line trains are not so full, so removing a few seats in favor of bike racks might be reasonable for those trains. But MARC rotates all train sets (except for the electric locomotives) between the three lines, so modifying cars for those two CSX lines would make Penn Line trains even more crowded.
Could MARC allow bikes on the Camden and Brunswick lines with the existing train configuration? Given that WMATA allows bikes on off-peak Metrorail trains, it might seem safe to do so. But Taylor and Hovatter countered that the CSX track is much poorer, generating side-to-side jostling which can cause bikes to slip out of the hands of the owner and strike another passenger. The low platforms at almost every station are another obstacle.
None of these problems is insurmountable, but in MTA officials' minds, they seemed to all add up to make bikes more trouble than they are worth.
A possible breakthrough emerges
Last year's gas tax increase provided additional funds for transportation, making it possible to finally add weekend service. Last summer, I reminded Hovatter that he had said "bikes should be allowed" when weekend service starts, because the trains will not be crowded. I asked if he could provide us with an update of his thinking.
I would suggest we wait a few months to see how it is working and how many passengers we will be hauling. We are only running 3 car train sets to start off. If the trains are packed, and we hope they are, I doubt we will be able to handle any bikes, except the folding ones that we allow right now. Check back with us when it starts.I was not encouraged by that response, but other members of Maryland's Bicycle and Pedestrian Advisory Committee (MBPAC) were more optimistic. Greg Hinchliffe, who represents Baltimore on the committee, pressed MDOT's Michael Jackson to set up a meeting with MARC officials and MBPAC.
As soon as the meeting began, it was clear that something had changed. Rather than listen to cyclist pleas for better service, the MDOT officials decided to have Erich Kolig, MARC's Chief Mechanical Officer, start the meeting with a presentation that gently lampooned MARC's existing policy. With a perfect deadpan, Kolig showed the MARC website:
Here is our bicycle policy: "Due to safety concerns, MARC's bicycle policy allows for the transportation of folding bicycles only... However, folding bikes are no longer restricted to those carried in a case." You see, we do have a bicycle policy.All the advocates, and Jackson, laughed loudly.
Kolig then explained that he thinks the weekend service and MARC's capital equipment upgrades provide an opportunity to start carrying bikes on some trains. While the trains have attracted more passengers than expected, they still carry fewer people than the weekday trains. His presentation included illustrations depicting how bikes can be safely stored aboard the trains. He had clearly thought through how to do it, and how to keep the cost low enough to make it economically feasible.
Kolig and Hovatter asked the advocates to not reveal any details of the proposal.
Hovatter seemed favorably disposed to the proposal, although he did not promise that MARC will actually implement it. The decision to go forward is a few steps above his pay grade. And some unanticipated problems may arise, since railroads are highly regulated and MARC owns neither the track nor the largest stations on the Penn Line.
Hopefully, the Maryland Department of Transportation will approve Kolig's recommendation and at least start a pilot project with bikes on weekend trains, as soon as practicable. The Washington Area Bicyclist Association (WABA) has offered to help MTA officials get cyclist feedback on any draft plan.
Cross-posted at WABA Quick Release.
While they say there's not enough money to increase bus service, Montgomery County transportation officials propose to throw millions of taxpayer dollars at oversized parking garages.
In White Flint, the county wants to use $21 million in proceeds from a land sale on a new parking garage. The garage would replace the parking lot at the Bethesda North Conference Center while adding more parking spaces. Officials haven't said how many spaces the garage would create.
If the garage serves a real need, then it ought to be fiscally self-sufficient. Marriott, the operator of the conference center, currently charges $5 per hour or $15 a day for parking. At those rates, a parking space that costs $600 a year to operate could easily generate annual revenues approaching $5,000, yielding handsome profits for operators.
If big weekend or evening events at the conference center occasionally need extra parking, valet parking could use empty spaces in the Metro garage across Rockville Pike. No subsidy would be needed.
The county Department of Transportation asserts that under an agreement with the Maryland State Highway Administration, the proceeds of the land sale can only be used for this garage. But a letter from former state Transportation Secretary Beverly Swaim-Staley suggests otherwise. Swaim-Staley wrote that the state's interest in parking relates to its investment in the existing conference center. As long as parking is sufficient for that building, the state could free up the land sale funds for other transit-oriented projects.
Now, a pedestrian-friendly street network in the White Flint area certainly fits that bill.
This is not the first time the county's parking division has tied its own hands through real estate contracts to promote public parking. In both Bethesda and Silver Spring, sales of parking lots were structured so that the proceeds went directly into parking garage construction without ever appearing in the county budget.
A 6-level, $80,000-per-space public parking garage under construction in Bethesda. Photo by the author.
Meanwhile, the budget currently before the County Council keeps garage parking free in Silver Spring after 6 pm. Extending the payment hours until 10 pm would add substantially to Silver Spring's current $10 million per year parking revenues.
In past years, proposals to charge for evening parking conflicted with a contract between the county and Foulger-Pratt, the developer of the shopping area on Ellsworth Drive that was critical to the downtown revitalization program. That contract guaranteed free parking in two adjacent garages. Some downtown merchants worried that paid parking at the garages nearer to their stores would put them at a competitive disadvantage.
But the contract with Foulger-Pratt ends May 7. The Silver Spring parking district is heavily subsidized with a perversely designed tax that encourages landowners to build more parking than their customers are willing to pay for. Free parking in county garages after 6 makes things even worse.
County leaders tell the state that Montgomery needs more school construction funding. Spending the county's own money on an unneeded garage hardly helps their case. And it's hardly fair to give away parking for free in Silver Spring while bus fares and state bus aid are used to cut real estate taxes.
Montgomery County doesn't have money to throw around, and its urban areas are growing up. As they mature, they need to be gradually weaned from dependence on subsidized parking.
The latest future population projections forecast that by 2040 the District of Columbia will have a population of 883,600. That would far eclipse the historic high of 802,178, from the 1950 census.
Despite that growth, DC would still rank as only the 4th most populous jurisdiction in the region, behind Fairfax, Montgomery, and Prince George's. But the next 26 years could narrow that gap considerably. Demographers project that only Fairfax will add more people than DC. Prince George's will add fewer than half as many.
The forecasts come from the Metropolitan Washington Council of Governments (COG), which is sort of a United Nations for local governments in the DC region.
COG's forecast report has a treasure trove of fascinating demographic info, not only about population, but also jobs and households. For example, by 2040 COG's demographers expect DC to have over 1 million jobs.
Of course, these are only projections. Nobody can predict the future with 100% accuracy. COG's forecasts often fail to predict the biggest peaks during booms and lowest dips during busts. But all in all they've historically been reasonably accurate.
So get ready for more neighbors.
Cross-posted at BeyondDC.
Sandy Spring could one day be a small, walkable community at the center of rural life in northeast Montgomery County, if all goes according to plan.
For 15 years, Sandy Spring residents asked for a plan to revitalize their rural village, which has gotten passed over as suburbanization swept the area. Montgomery County planners say a new open space, walkable main street, and some new housing and retail could turn things around.
Residents want new commercial establishments, coffee shops, and retail in the village center. As redevelopment takes place in the small community on Route 108 near New Hampshire Avenue, the changes will allow new mixed-use buildings located closer to the street to activate public space.
The preliminary concepts encourage quality open space for public gatherings and community activities at the intersection of MD 108 and Brooke Road. As the historic center of Sandy Spring, the intersection is home to one of Maryland's oldest post offices. More public gathering space will strengthen civic engagement, create a sense of place, and generate opportunities for special events and festivals.
Changes can also make the area more walkable. Today, the north side of MD 108 has no sidewalk and 90-degree parking in the right-of-way, requiring vehicles to back out into the road. Not only is the design dangerous, it creates traffic when village center activity increases.
Following the "Complete Streets" standard, there will be a wide, pedestrian-focused sidewalk and parallel parking. Bike lanes and improved pedestrian movements at intersections will give all users safe and equal access to the public space. These modifications are timely because Pepco is relocating its utilities underground in the area, further enhancing the corridor.
Over the last 10 years, many newer residents of varied income levels have also settled into the rural village. While these recent changes have increased competing interests and viewpoints, it is still a community founded on togetherness and communication.
Quakers established Sandy Spring in the early 18th century as a rural village based on communal exchange of ideas on social and political concerns, agriculture, and family. Today, many descendants of those Quaker families remain as their trademark brand of gentility still influences the town.
A high percentage of high-income residents own houses in the area. One quarter of households have incomes over $200,000, proving the town's potential for upscale business, specialty retail, and restaurants within the rural village.
Due to the uniqueness of Sandy Spring and the limited size of the planning area, Montgomery planners staff took a different approach to the planning process. In February, they held a four-day planning workshop in Sandy Spring focused on specific land use topics and time devoted to interacting with residents on their vision for the future of their village.
In other words, the heavily lifting of planning work was essentially done in four days. With the collaborative community vision of residents firmly in hand, staff developed illustrations and renderings in advance of recent community outreach meetings. The renderings are currently on display at the Sandy Spring Museum through April 2014.
Planners will develop a draft plan over the coming months with continued community follow-up and intend to have an adopted plan by April 2015.
If the Planning Board and then the Montgomery County Council adopt it, planners will quickly follow up with a sectional zoning amendment to rezone the property within the planning area. This will trigger the development and land use standards to implement the plan's vision.
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.
Talk about transit, walkability, and sustainability in Montgomery County, Shaw, and even Sweden at upcoming events around the region.
Rapid transit happy hour: If you like chatting about transit while enjoying a post-work beverage, join Communities for Transit and the Coalition for Smarter Growth at a Montgomery County transit happy hour on Tuesday, April 15.
Learn about the county's Bus Rapid Transit plans and talk with other transit enthusiasts at the Metro- and MARC-accessible Communities for Transit office, 8630 Fenton Street, Suite 500, in Silver Spring. RSVP here.
After the jump: Walking tours of Shaw and East Falls Church, budgets in Arlington, and zoning in Montgomery County.
Smart growth and sustainability in Sweden: Interested in how other cities handle neighborhood and district planning? Walker Wells, a green urbanism program director at Global Green, will discuss sustainable planning practices in three Swedish cities: Stockholm, Gothenburg, and Malmo. The presentation is at the National Building Museum (401 F Street NW) on Tuesday, April 15, 12:30-1:30 pm. RSVP here.
Tour Shaw and East Falls Church: The Coalition for Smarter Growth's walking tours resume with two great ones this month. On Saturday, April 26 from 10 am-noon, see how new development is bringing a renaissance to the historic Shaw neighborhood in DC. And on Saturday, look at ways the area around East Falls Church Metro could become more walkable and bikeable. Space is limited so RSVP today!
Arlington Capital Improvement Plan forum: Arlington is preparing its 2015-2024 Capital Improvement Plan and needs your input! From streetcar funding to pedestrian projects to street paving, provide your opinions at a public forum on Wednesday, April 16 from 6-8:30 pm in the County Board Room, 2100 Clarendon Blvd at Courthouse Plaza.
Montgomery zoning update open house: Montgomery County planners have been hard at work rewriting the county's zoning code to update antiquated laws and remove redundant regulations. The Planning Department is hosting a series of six open houses beginning next Tuesday, April 22. Planning staff will be in attendance to answer questions. The full open house schedule is below:
- April 22: Rockville Memorial Library (6-8 pm)
- April 24: Wheaton Regional Library (6-8 pm)
- April 29: Park and Planning Headquarters, Silver Spring (5-8 pm)
- May 1: Marilyn J. Praisner Library, Burtonsville (6-8 pm)
- May 5: UpCounty Regional Services Center, Germantown (6-8 pm)
- May 6: B-CC Regional Services Center, Bethesda (6-8 pm)
- Fairfax's answer to neighbors' transit plans: Light rail, streetcars, and BRT
- Today's problems were visible decades ago, but zoning has blocked solutions ever since
- Montgomery County added 100,000 residents since 2002, but driving didn't increase
- The DC zoning update has already had triple the public input as the enormous 1958 zoning code. Enough is enough.
- MARC's chief engineer wants to allow bikes on some weekend trains
- Federal board wants "dignified," dull Southwest Waterfront
- Downtown DC could have been more like L'Enfant Plaza