Posts about Montgomery
With summer coming to a close, it's time to resume our regular happy hour series. Join us at Denizens Brewing Company in Silver Spring next Wednesday, September 10 from 6 to 8 pm.
This month, we're headed to Denizens Brewing Company, the new brewery and beergarden in South Silver Spring, for drinks, food, and conversation on an outdoor patio within sight of the Red Line. You'll find Denizens at 1115 East-West Highway, one block west of Georgia Avenue.
One of the region's newest breweries, Denizens is the result of a new state law that allows microbreweries to sell to the public in Montgomery County without going through the county's Department of Liquor Control. They offer a couple of their own brews alongside a number of local favorites from breweries like Port City in Alexandria and Brewer's Art in Baltimore. BBQ Bus, the DC-based food truck, provides a selection of tasty picnic-style dishes.
Denizens is a short walk from the Silver Spring Metro station (Red Line). If you're coming by bus, it's a few blocks from the 70/79 stop at Georgia and Eastern avenues, or the S2/S4/S9 stop at Georgia Avenue and Kalmia Road. There's also a Capital Bikeshare station one block away, at 1200 East-West Highway, and if you're driving, there's metered street parking and the Kennett Street Garage one block away.
In the past few months, we've met up at Metro-accessible bars Bethesda, Ward 3, and Tysons Corner. Where would you like us to go next? We're especially interested in suggestions for a future happy hour in Prince George's County.
You could ask five residents what Silver Spring's boundaries are and receive five different answers, ranging from a neighborhood near the DC line to a city the size of the District of Columbia itself. But how did it end up this way to begin with? The answer involves a railroad, zip codes, and possibly Marion Barry.
Unlike northeastern states where every square inch of land sits inside a municipality, or western states where cities compete for territory to access natural resources or tax revenue, much of Maryland and Virginia are unincorporated. Part of the reason is that counties in these states can perform functions like zoning and schools, reducing the incentive for communities to become a town or city.
Silver Spring is one those places. As a result, most definitions of Silver Spring fall into two camps: one I call "Little Silver Spring," or areas near its historical center, or "Big Silver Spring," which comprises most of eastern Montgomery County. To find out which one is more dominant, local organization Silver Spring Inc. will have residents draw their own boundaries in an interactive event at Fenton Street Market this Saturday.
Big Silver Spring
Francis Preston Blair founded Silver Spring in 1840 when he fell off his horse and discovered a mica-flecked spring. It became one of several towns that grew up around the Metropolitan Branch railroad, which starts in DC and heads northwest. Meanwhile, the rest of eastern Montgomery County remained largely undeveloped save for a few suburban developments and small villages with names like White Oak, Colesville, and Norwood.
Silver Spring became the reference point for the larger area, and "Big Silver Spring" was born. In the 1930s, home builder R.E. Latimer boasted that his new subdivision Burnt Mills Hills was three miles "beyond the Silver Spring traffic light" at Georgia Avenue and Colesville Road. Ken Lubel, owner of Tires of Silver Spring and a longtime resident, notes that Silver Spring addresses once appeared as far north as Columbia.
The invention of zip codes in the 1960s made Big Silver Spring official right as suburbanization took hold. The first three digits of each five-digit zip code referred to a larger region.
Naturally, Silver Spring got its own prefix, "209," and with it the rest of eastern Montgomery County. (This may have been due to then-DC mayor Marion Barry demanding that Silver Spring and Takoma Park give up the DC zip codes they were originally assigned.) New residents thus identified with Silver Spring and participated in activities there, like these students at then-new Springbrook High School marching in the 1970 Silver Spring Thanksgiving parade.
The US Postal Service assigns Silver Spring addresses to all of zip codes 20901, 02, 03, 04, 05, 06, 10, and parts of 20912, which is mostly in the city of Takoma Park. This definition stretches from the District line to the Patuxent River to the north, and roughly from Rock Creek Park and Georgia Avenue to the west to Prince George's County to the east, and even dipping into Prince George's in a few places. At its widest point, Big Silver Spring is about 12 miles long.
Big Silver Spring has over 306,000 residents, comprising 30% of Montgomery County's population, and covers 62.4 square miles, almost as large as the District of Columbia. If it were an incorporated city, it would be larger than St. Paul, Minnesota or Buffalo, New York. The Greater Silver Spring Chamber of Commerce likes to use a version of Big Silver Spring.
Little Silver Spring
"Little Silver Spring" usually refers to what's now downtown Silver Spring, where Blair fell off his horse, and other areas inside the Capital Beltway. The Census Bureau generally uses this definition, claiming the area from the Beltway to the north to the District line and Takoma Park to the south, and from Rock Creek Park in the west to Prince George's County in the east.
Little Silver Spring has about 71,000 residents in just under 8 square miles. (Incidentally, this definition includes an area between Grubb Road and Rock Creek Park that has a Chevy Chase address.)
Proponents include the Planning Department and the Silver Spring Regional Services Center, which also counts Four Corners as part of Silver Spring. Local bloggers Silver Spring, Singular and Sean Emerson of Around the Corners argue that a narrow definition of Silver Spring protects its identity while encouraging other communities to distinguish themselves as well.
And communities in Big Silver Spring are doing just that. Citizens associations in Colesville and Glenmont erected signs to set themselves apart. Montgomery County has worked hard to brand Wheaton as a distinct place from Silver Spring.
What do boundaries mean, anyway?
However, many people still identify with their mailing address. Landlords on Craigslist are more than willing to claim Big Silver Spring. And earlier this year, a concertgoer showed up at the Fillmore with a Silver Spring sleeve tattoo. All of the familiar landmarks were there, like the Lee Building and Chompie the shark, but so was the sign for Snowdens Mill, a subdivision 6 miles away in zip code 20904.
Jarrett Walker writes about the "emotive power" and "resonance" of a place name that often transcends boundaries. Silver Spring has historically been one of the DC area's biggest cultural and activity centers, and by drawing boundaries, you're commenting on how much that destination "resonates."
In other words, Silver Spring could be whatever "feels" like Silver Spring to you. I tend to believe in Big Silver Spring, if only because I went to Blake High School, a full 10 miles from downtown Silver Spring in a place once called Norwood. But we hung out in downtown, and its diverse student body looked way more like Silver Spring than it did Olney, which was much closer.
What does your Silver Spring look like? Join me and Silver Spring Inc. and draw your boundaries this Saturday from 10 am to 1 pm at Fenton Street Market, located at Veterans' Plaza in downtown Silver Spring.
Though it remains unfinished, the Silver Spring Transit Center has been in planning since 1997. But 20 years before that, architecture students created this proposal for a giant box stretching across downtown Silver Spring.
Silver Spring is one of the region's largest transportation hubs, bringing together Metro, commuter rail, local buses, intercity buses, and eventually the Purple Line and the Capital Crescent Trail. Fitting all of those pieces presents a pretty interesting design challenge, and naturally attracts architecture students. When I was in architecture school at the University of Maryland, I saw more than a few thesis projects reimagining the transit center.
A section drawing of the proposed transit center, which would have also contained stores, offices, a hotel, and apartments.
Recently, Action Committee for Transit's Neil Greene found this proposal for the Silver Spring Transit Center produced by a group of architecture students at Catholic University in the 1970s, right before the Metro station opened in 1978. Like the most recent plans for the transit center, which have since fallen through, they surrounded the transit center with buildings containing apartments, offices, a hotel, and shops. Except in this proposal, they'd all be in one giant superstructure surrounding the station platform.
In their design, Metro trains would pull into a giant, skylit atrium, surrounded by shops and restaurants, with apartments, offices, and hotel rooms above. That was a really popular idea at the time, pioneered by architect John Portman, though I don't know of any atria that included a train station.
Directly below the platform was the B&O Railroad, the precursor to today's MARC commuter rail. Below that were buses, taxis, and a kiss-and-ride, as well as an underground parking garage for commuters.
The entire structure would have stretched over multiple blocks from Colesville Road and East-West Highway, where the NOAA buildings are today, up to Wayne Avenue, where the current transit center is. Existing streets would go through the transit center in underpasses, while skybridges would allow visitors to travel through the rest of downtown Silver Spring without touching the street.
Of course, this was just a student proposal, and was never carried out. But Montgomery County did propose skybridges in downtown Silver Spring as early as 1969 and, by the 1970s, had drawn out an entire network of them, most of which were never built.
This was in keeping with the prevailing wisdom of the time, that cars and pedestrians should be kept separate. But as we've seen in places where this actually happened, like Rosslyn or Crystal City, this doesn't work very well, and those communities are getting rid of their skybridges.
Of course, had we actually pursued a design like this, the Silver Spring Transit Center might have actually opened by now. Repair work on the current facility is currently underway and Montgomery County officials say that it could open next year, just seven years after groundbreaking.
Bus Rapid Transit has become an increasingly popular concept for communities in the DC area, but to see it in action, you'd have to travel to Cleveland or Los Angeles. This week, you can get a glimpse of our possible future at the Montgomery County fair in Gaithersburg.
Communities for Transit, a local nonprofit that promotes Montgomery County's Bus Rapid Transit plan, set up a brand-new bus to display outside the gates of the fair, which began last Saturday and runs through this Saturday, August 16. Visitors can learn about the county's concept for an 80-mile system of bus lanes on major streets like Rockville Pike, Georgia Avenue, and Columbia Pike, and tour the bus, which will eventually make its way to Denver.
At a press conference yesterday, county councilmembers and County Executive Ike Leggett said they hope to ride BRT here within four years. Getting there will require more detailed studies, which are currently underway, and securing a funding source.
Fairgoers check out the bus while CFT's Scott Williamson explains how it works. Photo by the author.
While the BRT plan faced intense opposition from wealthier neighborhoods like Chevy Chase West and Woodmoor, those at the fair were more receptive, asking Communities for Transit staff and volunteers when it was going to happen. Parents searched a route map to find the closest stop to their jobs, while their kids hopped into the bus driver's seat and pretended to drive.
Most people don't participate in traditional community meetings, meaning a vocal minority can dominate the conversation. That's why there's a bus parked outside the county fair: it brings people into the conversation who otherwise wouldn't get engaged, revealing that public support is actually greater than we thought. And the display vehicle, with its big windows, cushioned seats, and overpowering new smell, may have changed any negative impressions some visitors may have had about riding the bus.
Hopefully, Montgomery County officials will encourage people to ride the Metroway BRT line that will open in Arlington and Alexandria in two weeks. It'll be the region's first chance to actually ride BRT in person, and a prime opportunity to build support and allay some residents' concerns.
Until then, you can see the Bus Rapid Transit vehicle for yourself from 12 pm to 8 pm every day this week through this Saturday at the Montgomery County Agricultural Fairgrounds, located at 16 Chestnut Street in Gaithersburg.
All over the region, malls are opening up to their surroundings, whether by redeveloping in a more urban format or simply creating more street connections. But in Wheaton, neighbors are fighting mall owners who want to close off a popular footpath.
Mall owner Westfield doesn't want this desire path to become a sidewalk. All photos by the author unless noted.
The neighbors call it Mt. McComas. Rising above McComas Avenue, it's a giant mound of backfill from the construction of Wheaton Plaza in 1959. Today, it's a meadow where deer roam and a well-worn dirt path delivers shoppers to Costco and Dick's Sporting Goods. Commuters use it as a shortcut to the Wheaton Metro station.
A new residential development on the property was originally going to include a paved sidewalk, but mall owners Westfield successfully blocked it due to concerns that it would bring crime into Kensington Heights, the neighborhood south and west of the mall.
Neighbors disagree. "Walking is a MUCH preferable way of getting there for the new home residents and everyone nearby," wrote neighbor Karen Cordry in a letter to the Planning Board. "Cutting off this access point is a big concern for us."
Current residents and builder embrace walkability
Neighbors originally fought the proposed development, but embraced the chance to get a new path, which saves people walking to downtown Wheaton and the Metro a lot of time. It's about a half-mile walk from McComas Avenue to the Metro using the path, compared to nearly a mile using the neighborhood's twisting, disconnected streets. There are a couple of other paths between the neighborhood and the mall, but they're not as direct.
That connection would presumably be an asset to 39UP, a new development of 40 townhomes and single-family homes on Mt. McComas and another property adjacent to the mall. The original plans, approved in 2009, included a new, dead-end street branching off of McComas Avenue, with a sidewalk connecting it to the mall.
Local builder OPaL, which is building 39UP, emphasizes the neighborhood's urban, walkable character. In the development's other portion, on University Boulevard facing Wheaton Plaza, townhomes will face the mall's entrance road, with sidewalks running along it.
"There is a plethora of things going on in Wheaton that are incredibly promising," wrote owner Sean Ruppert in an email. "Our home owners can expect Wheaton to continue to become a more urban core with more and more things to do every year for the foreseeable future." He expects the homes to appeal to "empty nesters, young couples, and singles…all of whom are looking for a Metro-oriented location."
Mall owners say a path would bring crime to surrounding neighborhoods
But Westfield, the Australian company that owns the mall, doesn't want a sidewalk on Mt. McComas. "Westfield…remains opposed to any condition which encourages and in fact authorizes pedestrian from the general public to cross the Kensington Heights-McComas Avenue development and then enter the mall site," wrote vice president of development Clive MacKenzie, Sr., who appears to be based in New Zealand.
MacKenzie claimed that the path "might encourage [people] to enter the neighboring communities from the mall," causing "a substantial security concern." He added that drivers in the parking lot could hit people trying to walk to the mall.
Site plan showing 39UP (in color) and originally proposed connections to Wheaton Plaza (in brown). Image from OPaL.
As a result, developer Sterling Mehring of Kensington Heights, LLC asked the Planning Board for permission to swap the path for a public access easement, which would allow a path to be built some time in the future. The board approved the change, under the condition that they would revisit the path if Wheaton Plaza were ever redeveloped. In the meantime, Mehring worried that people would still be able to use the property as a shortcut.
"I want to be involved in walk able [sic] communities, its [sic] smart growth and it is smart marketing. The market wants that," wrote Mehring to the Planning Board. "The wording would make it the right of any citizen to ignore the established access and sidewalks, and to walk to the end of the public sidewalk easement in our community, cross our community property and walk up the hill to the mall creating a new volunteer path…and the new community would not be entitled to fence or restrict access on their property."
As malls open up to the neighborhood, Wheaton Plaza turns away
Montgomery County has given Westfield $10 million in subsidies over the past decade to build a parking garage and a Costco, which have drawn more customers to a mall that was struggling. Before that, the mall's previous owner received a grant for mall improvements that required them to improve and preserve pedestrian circulation.
But Westfield hasn't given much in return. Their new parking garage at the end of Reedie Drive blocked pedestrian connections to the mall from downtown Wheaton. And neighbors have been fighting a gas station Costco wants to build, on the basis that it would further weaken walkability.
"The least (and I do mean least!) they could do is to make this connection," wrote Donna Savage, land use chair for the Kensington Heights Civic Association, in a letter to the Planning Board.
Shopping malls aren't as popular as they used to be, and as a result, many area malls are taking on a more urban character. Ballston Common is opening up to the street to attract more foot traffic. Tysons Corner Center will get a new plaza connecting it to a new Metro station. And White Flint Mall, a few miles from Wheaton Plaza, will be torn down and rebuilt as an urban neighborhood. Those mall owners understand that encouraging pedestrian traffic, rather than increasing crime, would actually draw more customers, creating more business.
Unlike Tysons or White Flint, Wheaton Plaza is already part of a walkable and growing downtown. Yet rather than improving connections that could strengthen the mall and the surrounding community, Westfield is severing them.
Where Colesville Road (US-29) passes through the Montgomery County neighborhood of Four Corners, it's a six-lane divided highway, but residents need to be able to cross the street on foot to access homes and businesses. Unfortunately, that can be very dangerous, as Greater Greater Washington contributor Joe Fox found out recently.
The crosswalk. All photos by the author.
Fox was crossing the road with his four-year-old daughter. Fox had just picked her up from daycare after a severe thunderstorm knocked out power. With a light rain falling, they approached this crosswalk, which has no traffic signal, to get to the bus stop on the other side of the road.
After waiting for several minutes and seeing no gap in traffic, Joe waved a book in the air to try to catch the attention of passing drivers. As one slowed to a stop, Joe stepped gingerly into the crosswalk, carrying his daughter tightly.
A large SUV (a Yukon or Suburban) in the left lane had stopped, and a small SUV following it rear-ended it with enough force that it folded its hood, and pushed the larger SUV more than 50 feet straight ahead."This crosswalk gets frequent pedestrian traffic, as it is the only convenient way to walk between the neighborhoods of Indian Spring and North Hills of Sligo. To reach the closest signalized crossing, someone would have to walk a half mile out of the way.
If I had been crossing either the middle or left lane (I would have, at a normal walking pace after the right lane car stopped, but I waited, seeing what might happen), one or both of us would have sustained very serious injuries.
Because I had my daughter still holding on, I could not cross (again) back to the northbound lanes to see if she (the driver) was okay. I did not see her emerge from her car for the several minutes I was there. All I could do was call the MCPD and ask them to help.
The area, from Google Maps. The blue dotted line shows the route to cross the street with a detour to the nearest signalized intersection.
The bus stop which Fox was trying to reach is served by six heavily-used bus routes which travel to and from the Silver Spring Metro. The crosswalk also connects residents with community facilities and parks such as the Silver Spring YMCA, Indian Spring Recreation Center, and the popular Sligo Creek Park.
The crosswalk is a few hundred yards south of the Beltway interchange, along a stretch of Colesville Road with 40 mph speed limits. Here is a video of one attempt to cross. Note how drivers in some lanes do not stop even once I am in the roadway.
Making it even more dangerous, the road crests a hill just south of the crosswalk. That means a driver headed north coming over the hill may not see a pedestrian with enough time to stop.
A HAWK signal would make this intersection safer
This would be a good location for a HAWK signal, which stops traffic when a pedestrian asks to cross. This can let pedestrians cross safely without affecting drivers as a regular signal would.
There are pedestrian-activated signals on nearby University Boulevard and New Hampshire Avenue, so there is ample precedent for one on a six-lane highway like Colesville Road.
Those signals are less-efficient "firehouse style" signals. The below video shows one in operation. Notice how a car runs the red light 10 seconds after it turns red, and just before a grandmother and her grandchildren cross the road.
If officials agree to use a HAWK signal here, as activists are requesting, this would be the first on a Maryland state-maintained road.*
Thanks to the efforts of Joe Fox and elected officials he reached out to, this dangerous crosswalk on Colesville Road may get fixed before anyone else is injured. According to local activist Jeffrey Thames, the Maryland State Highway Administration (SHA), which controls this road, is currently studying the idea of a pedestrian-activated signal at this location, and expects to propose a solution within 90 days.
* The original version of this post said that a HAWK would be the first in the state. There is a HAWK on Gude Drive in Rockville, for example, but this is a county road. The State Highway Administration (SHA) has not installed any HAWK signals to date.
The DC area has long faced an east-west divide, with more of the wealth going to the west side. Increasingly, investment is also heading to urban areas over suburban ones. For struggling suburban areas on the east side, the only answer is to take on more urban features.
One of those places is White Oak in eastern Montgomery County, where the County Council will vote tomorrow on a plan to create a new town center. Local residents are eager to have more jobs and amenities close to home, but civic and environmental groups want to limit the amount of density in White Oak because it's several miles from a Metro station and roads are already congested.
But the kind of compact, dense development proposed for White Oak could allow residents to access jobs, shops, or other amenities by walking, biking, or simply driving a shorter distance than they would otherwise. It would generate less traffic than the alternative: more of the sprawling, car-oriented development that's currently allowed in White Oak, plus additional sprawl farther out.
Residents say it's East County's turn
East County has experienced little of the prosperity that more affluent parts of Montgomery County take for granted. One reason is the county's traffic tests, which prohibit development when roads reach a certain level of congestion until more roads are built. This standard led to a 20-year development moratorium in East County that ended in 2004.
Development simply moved to the western, more affluent side of Montgomery County or farther out to Howard County while East County roads remained congested. Today, White Oak consists largely of aging strip malls, office parks, and industrial brownfields surrounding the Food and Drug Administration's new headquarters near New Hampshire Avenue and Route 29, which will eventually hold 9,000 workers.
The White Oak Science Gateway plan, which councilmembers will vote on tomorrow, would allow them to transform into urban, mixed-use neighborhoods with up to 8,500 new homes and 40,000 new jobs. Much of this development would occur at LifeSci Village, a concrete recycling plant that the county and developer Percontee want to turn into a research and technology center.
Local residents say it's their turn, speaking out in favor of the plan at two public hearings. At a public forum last fall, community members called the White Oak plan their highest priority for economic development.
Traffic tests won't solve traffic
But the Science Gateway plan would still fail the traffic tests. County Executive Ike Leggett and some councilmembers have recommended excluding Route 29 from traffic counts, arguing that it's a regional highway that would be congested no matter what.
As a result, some civic associations and environmental groups around the county have criticized the plan, arguing that urban development shouldn't be allowed away from a Metro station. They say Montgomery County should follow its own rules and stick to the traffic tests.
But the traffic tests can't really fix congestion if their required solution is always to build more roads, which is proven to cause more traffic. And East County residents know that they haven't solved congestion, since they have to travel longer distances for work, shopping, or other things they can't find closer to home.
That's not to say that White Oak doesn't need better transportation. Councilmember George Leventhal has asked Leggett to put together a financing plan for Bus Rapid Transit within two years, so the county can figure out how to fund and build it as development moves forward.
East County's future depends on having a town center
More development doesn't have to mean more driving. Montgomery County added 100,000 residents over the past decade, but the rate of driving actually stayed the same. That's because as the county grows around Metro stations, more people can get around without a car. But even in town centers away from Metro, like what's proposed at White Oak, people would have more transportation options than they do otherwise, whether that means walking, biking, taking the bus, or even driving a shorter distance.
It's possible to create urban places away from Metro stations, like Shirlington in Arlington County.
We know that people increasingly want to live in compact, walkable neighborhoods. We've seen businesses gravitate to more urban locations in the region, like Choice Hotels, which moved from an office park near White Oak to Rockville Town Center.
For decades, there's been a growing divide between the east and west sides of Montgomery County. East County increasingly lags the rest of the county when it comes to new town centers like White Flint, Crown in Gaithersburg, and even Germantown. If we're going to close the east-west gap in Montgomery County, White Oak can't stay a land of office parks forever.
DC is designing a streetcar that could end just shy of the Maryland line, while Montgomery County is planning Bus Rapid Transit lines that could dead-end at the border with the District. Can the two transportation departments work together? Officials from both jurisdictions met last week to see if they could build some cooperation.
Montgomery and DC leaders recognize that their residents don't consider political boundaries as they go about their daily lives, yet have so far been planning new transit lines in their own silos. New transit lines will be more successful if leaders ensure they serve the right destinations and have integrated schedules, payment, and pedestrian connections.
Will the streetcar go to Silver Spring?
DDOT planners have specified either Takoma or Silver Spring as possible endpoints for the Georgia Avenue streetcar. Jobs and housing density, not to mention the "vast majority of comments" that DDOT has received, point to Silver Spring as the best destination.
Montgomery planner Dave Anspacher said that the county's master plan includes dedicated lanes for transit on Georgia Avenue south of the Metro. But DDOT Associate Director Sam Zimbabwe noted that there would be many challenges. Montgomery County would probably not let DC construct the streetcar into Silver Spring on its own, so any connection would require very close coordination.
Will BRT connect to DC?
Several routes in Montgomery County's Bus Rapid Transit plan run up to the DC line, but there are no plans for what to do beyond that. Officials discussed how these lines could reach into the District to either get farther downtown or end at a suitable Metro station.
New Hampshire Avenue: The line for New Hamsphire Avenue could end at Fort Totten Metro, just like the current K6 and K9 WMATA buses that serve that corridor. Zimbabwe said that leaving New Hampshire out of MoveDC "may have been a gap," but also expressed skepticism about dedicated lanes within DC because New Hampshire narrows from six to four lanes at the DC line.
WMATA's K buses on New Hampshire Avenue currently cross into DC to serve Fort Totten Metro. Map from WMATA.
Wisconsin Avenue: Last fall, the Montgomery County Council approved a "dotted line" for the 355/Wisconsin Avenue BRT line to Friendship Heights (and beyond), pending collaboration with the District. The idea, said Anspacher, would be to bring BRT south towards Georgetown to serve the parts of Wisconsin without Red Line service.
Wisconsin Avenue is in fact a "high capacity transit corridor" in the moveDC plan, DDOT officials pointed out, so this connection is a distinct possibility, though potentially far off.
16th Street: The BRT master plan includes the short part of Colesville Road/16th Street to the DC line south of the Silver Spring Metro for dedicated transit lanes. Anspacher said the county would be willing to explore uses this space to help with DC and WMATA's efforts to improve the overcrowded S bus lines.
There's more work to be done
Arlington and Fairfax counties have worked together on the Columbia Pike streetcar. Arlington and Alexandria are collaborating on the Potomac Yards-Crystal City BRT project. And of course Montgomery and Prince George's have worked together on the Purple Line. These show that cooperation is possible.
At the same time, all of those examples sit entirely within one state, so it may take more work to create a Montgomery-DC transit service. WMATA could also help serve a convening role and has the authority to act as the regional transit planning authority.
Montgomery and DC officials agreed to meet again soon on specific projects, with 16th Street and Wisconsin Avenue as the top priorities. As Montgomery County's transportation committee chair Roger Berliner said, "Every day tens of thousands of commuters clog our roads to get to you, and then clog your roads. We have a mutual interest in solving that problem."
This meeting was a great start, but there will have to be many more at many different levels to truly build the best transit projects and the most effective integrated network for riders and the region.
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