Posts about Montgomery
The winning bidders for the Purple Line project, Purple Line Transit Partners, proposed a few changes that would save the state of Maryland money. One of those changes is to relocate the Silver Spring Purple Line platforms farther away from the Metro.
In the original plan, the Purple Line platform was going to be in a a new elevated structure between the existing Silver Spring Metro station and the new Silver Spring Transit Center. The new plan moves the Purple Line platform to the other side of the transit center, closer to the intersection of Colesville Road and Wayne Avenue.
This design means that people going between the Purple Line and the Red Line will have a longer walk. However, the new platform will now be level with the top floor of the transit center, giving people a shorter walk to buses, taxis, and the kiss-and-ride. It's also slightly closer to the heart of downtown Silver Spring.
Moving the Purple Line station also consumes a lot of land next to the transit center that was originally set aside for development, though those plans have since fallen through. But the change makes it unnecessary to demolish one building, 1110 Bonifant Street, which the original plan required.
This design includes a large bridge over Colesville Road. As planned all along, the Purple Line will rise over the existing Red Line tracks, the Silver Spring Transit Center, and the large hill behind the transit center, before coming down to ground level near the intersection of Bonifant Street and Ramsey Avenue. At some places, the tracks will be over 60 feet high.
This plan is part of a large report PLTP submitted to Governor Hogan, which includes drawings, maps, and even renderings of potential Purple Line vehicles. In the coming months, the state will work with PLTP to create a final design for the Purple Line. Construction is scheduled to start later this year and the line could open in 2022.
After more than a year of uncertainty and delay, Maryland has selected a firm to build and operate the Purple Line. With Purple Line Transit Partners in place to run the 16-mile line, the project is ready to move forward.
A rendering of the Purple Line. Image from Montgomery County.
Gov. Hogan announces winning Purple Line bid, Purple Line Transit Partners, and instructs Dept. of Transportation to move forward on project—
Bethesda Beat (@BethesdaBeat) March 2, 2016
After Marylanders elected Governor Larry Hogan in November 2014, it wasn't clear whether the long-planned light-rail line would even happen. But following a prolonged public show of support, Hogan announced that the Purple Line would get built if Montgomery and Prince George's Counties committed more funds and trains ran less frequently.
Four teams submitted bids in December, and Maryland selected Purple Line Transit Partners. Some have questioned the bidder's plan to purchase railcars from a company that made some of Metro's least reliable cars and has been plagued with delays in other cities.
Update: After a series of state and federal approvals, construction should start late this year for a planned opening date in spring 2022.
Montgomery County's rapidly-growing community college, Montgomery College, wants to expand its northern Takoma Park campus. A number of Takoma Park residents don't like the idea, and are pushing for the college to expand in nearby Silver Spring instead.
Montgomery College sits partially in Takoma Park (inside the red line) and partially in Silver Spring. Image from Google Maps.
With campuses in Takoma Park, Rockville and Germantown, Montgomery College serves more than 60,000 students a year, a number that's growing quickly. Its first campus was built in northern Takoma Park in 1950, and in 2004 it expanded by adding new buildings in Silver Spring.
The college's board of trustees recently approved a new Facilities Master Plan for 2013-2023. The Master Plan is full of proposals and ideas for the Takoma Park campus, such as a new math and science center building, a new health and fitness center, and a new library. According to the plan, Montgomery College's Takoma Park campus has more capacity constraints and "obsolete or dysfunctional existing structures" than Rockville and Germantown.
The plan notes that enrollment has increased 18% over the past five years and is projected to increase another 27% by 2023. All of those additional students will need space for classes and laboratories. In order to achieve greater square footage without acquiring any new land, the plan calls for taller, wider buildings to replace the current ones, which are mostly smaller, two-story structures built to blend into the residential character of northern Takoma Park.
All of that has the college wanting to expand the Takoma Park campus, to the tune of over 56,000 square feet.
|Renovation||New Construction||Demolition||New Growth|
|Takoma Park/Silver Spring||9,295||170,532||(113,983)||56,549
In the image below, the six buildings colored in yellow are those planned to be demolished and rebuilt, while the orange building is planned for renovation. It's worth noting that the college's daycare center (located on the right side and noted by the letters "DC") will be closed with no plans to reopen, meaning students with kids and some local parents will need to find a new childcare option.
Neighbors are opposed, but the college says it can address concerns
At a Takoma Park City Council meeting on January 20, 2016, Montgomery College Takoma Park campus provost and Montgomery College vice president Brad Stewart described the draft master plan to both residents and the council.
According to Historic Takoma, a non-profit organization founded to preserve the heritage of Takoma Park and the Takoma neighborhood of DC, the college agreed in writing in 2002 to consult with neighbors and the City Council on any proposed plans that could impact the neighborhood. While Mr. Stewart claims that two neighborhood discussions about the plan occurred (one in Takoma Park and one in Rockville), neighbors of the college claim that nobody told them.
Members of the City Council sided with the college's neighbors and chided Mr. Stewart about what they said was a lack of coordination on the college's part. Neighbors also complained that the larger, wider buildings contemplated in the master plan would be more appropriately located on the western side of its campus, which borders an urban, commercially zoned area on Georgia Avenue in Silver Spring.
Mr. Stewart tried his best to allay concerns, noting that that Master Plan is not the final document with regard to actual design and construction. He assured the City Council that additional outreach will be done the school hires architects and starts considering building designs.
Regarding the building heights, Mr. Stewart responded that the college's architects heard neighborhood concerns and created setbacks on the top floors of buildings facing neighboring homes.
You can watch residents raise their concerns at the City Council meeting here, beginning around 13:20, with Mr. Stewart's presentation to the City Council starting around 2:02:00.
Residents and the college have clashed before
As noted above, during the January 20th City Council meeting a few local residents alleged that the college failed to conduct adequate consultation with the local community. But deeply embedded in the Master Plan is a section discussing the college's relations with its Takoma Park neighbors that brings into question whether opposing residents' demands about community involvement are reasonable.
Here's the critical part:
New development proposals on the Takoma Park side of Campus are nonetheless still opposed by a vocal minority of neighbors, who insist that the College shift all development to the Silver Spring side of Campus, or acquire new properties along Fenton Street and locate College programs there.Jokingly referred to as "The People's Republic of Takoma Park," the neighborhood has a rich history as a community that is unafraid to challenge moneyed and other powerful interests. A recent blog post by Granola Park explains that in the 1970s the college sought to condemn and demolish 22 adjacent Takoma Park homes for new school buildings, but neighbors fought and won against the college.
Silver Spring development could be in Montgomery College's future
Interestingly, and perhaps as a result of repeated neighborhood opposition, the Master Plan does gesture towards future development on the Silver Spring side of the campus. The following map shows possible expansion sites:
Three of the four lots above are rather sterile space. The two on the east side of the railroad tracks are a combination of storage buildings, auto body shops and local rental car companies. One lot on the west side of the railroad tracks is a parking lot owned by the college's foundation and the remaining one abuts Jesup Blair Park where the college built a walkway to cross the railroad tracks and connect the campus.
Future expansion into Silver Spring would activate this space and make it more pedestrian oriented, which is great since the college is only six blocks from the Silver Spring Metro station and abuts the planned Met Branch Trail. But all of this would require the college to acquire these lots and then redevelop them, which is more costly and would take longer than to simply redevelop the buildings they currently own.
Crossposted at Takoma Talk.
A new protected bikeway is coming to Silver Spring. We recently got a better idea of what it will look like.
At a recent public meeting, the Montgomery County Department of Transportation shared three maps (1, 2, 3) and details about the project, which will start construction this spring. The bikeway will be an important link between bike lanes, trails, and the Purple Line in the Silver Spring area.
A pair of one-way separated bike lanes will run on either side of Spring and Cedar Streets, stretching 0.8 miles from Second Avenue to Wayne Avenue. Because travel lanes are wider than necessary on this corridor, the bikeway will fit into the street without removing any travel lanes and only removing a few parking spaces.
The bikeway will be primarily protected by parking spaces, a painted buffer, and flexposts. At intersections, bike boxes, green paint, and two-stage queue boxes will make it easier for cyclists to safely turn to/from the bikeway.
However, at some intersections there will be mixing zones where vehicle traffic must cross over the bikeway to turn right. Similar mixing zones on the L Street protected bike lane in DC have been called confusing and dangerous.
One unique element of the plan is floating bus stops. Medians between the bikeway and the roadway will serve as bus stops, providing another form of separation between the bikeway and the roadway, and curbing possible conflicts between cyclists and buses.
Once this project is finished, Montgomery County will have 1.6 miles of protected bikeways, passing Arlington County's current total of 0.7 miles. Planning is underway for additional bikeways in White Flint, Shady Grove, and other parts of Silver Spring.
Montgomery County is taking comments on the project until February 19th.
Earlier this month, Montgomery County leaders released plans to fund transportation over the next two years. There's $300 million for building new roads, but not enough money to keep BRT moving forward or to increase current bus service.
In 2013, Montgomery County approved a plan for an 81-mile bus rapid transit network. The idea was to alleviate congestion and keep Montgomery economically competitive. The first phase of BRT along Veirs Mill Rd, MD 355, and US 29 would intersect with key master plans like those for White Flint and White Oak while also providing rapid transit along a major east-west connector (Veirs Mill).
By 2040, Montgomery will have 70% more congestion, 40% more jobs and 20% more residents. Better transit, which BRT would achieve, is a way to address this coming challenge.
But recent attempts to actually fund it have met resistance. Many supporters of the system are worried about stalled progress. Now, BRT funding from the state is set to run out, and BRT's future in Montgomery could be in doubt.
Money that could bring BRT to Montgomery is currently set aside for roads
Every two years the County Executive submits a plan for capital improvements in what's called the Capital Improvement Plan. The CIP is a budget that encompasses 6 fiscal years and is amended every two. While council staff notes road funding has been down in recent years, it acknowledges that it still dwarfs that of other jurisdictions in the region.
One road in particular stands out as particularly expensive: Montrose Parkway East. With a price tag close to $140 million, Montrose Parkway East is 20 million dollars more expensive than it was two years ago. The project is in the Pike District, an area the county wants to encourage walkability, but building the road would only invite more people to drive.
Montrose Parkway East is an even more questionable use of public funds, considering the county has transit modeshare goals. Development of White Flint is literally dependent on transit, so why are we building a $140 Million road there?
There's still hope for funding BRT in Montgomery
There are ways to move BRT forward without moving money away from road projects: Council staff has suggested implementing special taxing districts, others have suggested working through existing systems and creating a pilot corridor, while County Executive Ike Leggett proposed creating an independent transit authority to fund it.
But transit advocates can push legislators to stop spending money on road projects, and instead invest that money in things like BRT. It takes a vote of at five council members to approve or modify a proposed improvement plan in the CIP, and six votes to amend a previously approved capital program.
If Montgomery officials are serious about a transit oriented future, they must reallocate funds from projects like Montrose Parkway East and put them toward making BRT a reality.
Montgomery County residents can testify at a public hearing on Feb 11 and contact their lawmakers via the Coalition for Smarter Growth.
The Kojo Nnamdi Show is asking how you would rate your government's response to the snowtorm, your neighbors', and your own. At 12:40, I'll be on the show to discuss this, and I asked our contributors for their ratings.
Joe Fox gave a succinct set of ratings:
- PEPCO/Dominion/BGE: A+. Don't forget what a disaster the last few real storms have been. Teaming up w/ plow trains & tree trimming crews meant that what problems that did pop up were fixed, and fast.
- WMATA communication: A. They were ahead of the needs, and explained what they were doing and why.
- MNCPPC [Montgomery and Prince George's parks agency]: A. Many of the county park roads were cleared, with bonus points for sanctioning sledding hills this year.
- DC Government: B. Execution was good, but farther from downtown was rough. Bowser had some head scratcher remarks on cars vs. peds, as well as why no travel ban that were a bit hard to comprehend.
- WMATA execution: C. Is it still a surprise that when OPM gives a three hour delay, that rush hour will happen three hours later, and to set up service accordingly? Even with trains every 8+ minutes, still no 8 car trains...
- Citizens: C. These storms bring out the crazies, I noticed a lot more anger this time than in 2010. But sidewalks on private property were cleared faster than before.
- Montgomery, Prince George's, and VDOT (handling VA counties): D+. They did what they could, but were woefully overmatched. Clumsy declarations of victory and broken data trackers brought up comparisons with PEPCO of days gone by.
- National Park Service: F. [See below.]
The National Park Service
The Park Service controls a lot of downtown parks and major trails around the region, but does very little on snow clearance. Contributors unanimously agreed it flunked the storm.
- David Cranor: "The Park Service deserves a very low grade. The Mount Vernon Trail is one of the only ones that was not plowed (thought I don't know about the Rock Creek Park Trail). Sidewalks along NPS property were untouched. I realize they're budget limited, but something needs to be done."
- Neil Flanagan wrote back on Monday: "On my walk to work, through downtown to Georgetown, most government sidewalks were walkable (if not clear), with the exception of NPS."
- Steven Yates: WMATA's response was...mixed. Trying to shelter the trains was maybe a good theory, but the execution was obviously not great. Would it have been better to run the trains underground on Saturday instead? I'm inclined to say no, just because you probably don't want to be encouraging people to be out and about. The running of trains for free on Monday was certainly a nice gesture.
- Travis Maiers: Metro is still operating at reduced service levels. They are apparently still short railcars due to the blizzard. I give them high marks for communicating their storm plan and being realistic on when service could be resumed, but I feel by now, 5 days later, they should be back at full service. Their plan to shut down the system for safety and to store railcars underground was prudent, but I'm not sure it was executed as well as it could have been.
- Svet Neov: I think WMATA did pretty well, since almost everything was running on Tuesday. At my stop (Grosvenor) they did a great job cleaning the sidewalks—
those were done wayyy before the parking lot was.
- Abigail Zenner: I thought they did a great job all things considered. Even northern cities have trouble with storms of this size. I grade them a B+ or A-. The poor rhetoric notwithstanding, DC did well.
I thought that many District agencies did a good job communicating on social media and through emails to ANCs. My ANC colleagues would then send information to our lists.
[The Department of General Services] promised to clear areas around DCPS schools by midnight Monday and Tuesday morning, the sidewalks all the way around Stoddert Elementary was cleared including curb cuts and bus stops. I have never seen these walks cleared so fast. I did also tweet at DCPS, Stoddert, DPR, and DGS.
- Steve Seelig: From a cycling perspective in DC, it was great. I rode from Friendship to downtown on both Monday and Tuesday, and because only part of the roadways were plowed, there was plenty of room in the curb lanes to ride where a car could not fit.
As for biking infrastucture plowing: an A+ for the Capital Crescent Trail -plowed from Bethesda to Georgetown. An F for NPS on any of its trails. DDOT gets a C+ for just getting to the L Street, M Street and 15th Street bike lanes.
- Justin Lini: In DC's Ward 7, snow removal was a bit inconsistent. Parkside and a number of other communities saw plows nearly every day of the storm. In some cases, even blocks with public housing were cleared during the storm. However, some of my neighbors in other communities didn't see any attention at all until Monday.
The Mayor's office also did daily briefings by teleconference with the ANCs. These were useful because they communicated DC government's plans so we could set expectations, but they also keyed us in on potential trouble. They also assigned us extra staff liaisons that could help resolve issues with trouble spots.
We were able to get an important pedestrian bridge cleared by Monday evening. In the past this bridge was never consistently cleared even in routine snow events. I don't know if the other ANCs used their liaisons, but I found mine to be a good partner. I don't know if previous administrations employed this measure, but I thought it was very effective.
Uncleared sidewalks are a huge problem in the ward. As of Tuesday many property owners, especially large apartment buildings and retail areas, did not clear sidewalks along some high volume corridors like Minnesota Ave NE. In some cases contractors had blocked sidewalks or intentionally used them to store piles of snow. Many crosswalks are also plowed over. The decision not to enforce sidewalk clearing laws on these properties until late was a big mistake that shouldn't be repeated.
Mayfair Mansions, Ward 7, on Tuesday. Photo by Justin Lini.
- Steven Yates: I can't really speak for other jurisdictions, but in my time here, I've been mostly impressed with how well DC handles large amounts of snow, given that these sorts of storms don't happen that often (oddly, smaller amounts of snow they seem to do less well with). This storm has been no exception. The street I live in (which is by no means a major street) was at least passable a few hours after the snow ended.
- Ned Russell: Alexandria streets were far worse [than in DC] both for cars and pedestrians, not to mention the DASH bus service did not run even on a limited schedule to serve rush hour on Tuesday. Sidewalks across the station that peds need to use to access Braddock Road were not cleared until this morning.
- Svet Neov: The only complaints, other than slow sidewalk cleanup, I've heard is dead end or small streets in Arlington which didn't get plowed until [Tuesday] night.
King Street Metro. Photo by Justin Henry.
Montgomery, Prince George's, and Fairfax
- Ben Ross: "I grade MoCo an A- on street clearing but an F on sidewalks. Our businesses, at least in Bethesda, did very well on sidewalks, much better than in past big snowstorms. [But] 27 hours after it has finished opening the roads to cars, the county has announced, it will begin accepting complaints about unshoveled sidewalks.begin accepting complaints about unshoveled sidewalks 27 hours after it finishes opening roads to cars. Ike Leggett announced "common sense" enforcement of the snow shoveling law. In my mind, common sense means that if you have shoveled out your driveway, you should have shoveled the sidewalk.
- Kristy Cartier: In Fairfax County, the roads had at least one lane Tuesday so I'd give them a B+ (only because there are disappearing lanes). For sidewalks, I would give a D. One person was walking on Rte. 50 near Rte. 28 and two people were standing on Reston Pkwy Wednesday morning waiting for the bus. I hope that the addition of the Silver Line stations improves Fairfax County's response to clearing at least some of the sidewalks.
- Matt Johnson: I didn't have any trouble [Wednesday] morning. But [in the] afternoon, I had to go to an appointment in the city, and drove to Glenmont. On my way from Glenmont to the ICC, I discovered that the 3 northbound lanes are essentially functioning as 1. The curb lane never appeared, except for the dashes periodically peeking out from the edge of the snow. The center lane would run for a few blocks and then suddenly, without warning, disappear, forcing drivers to swerve into the left lane, the only one left.
In addition, pedestrians were walking in the lane, since the sidewalks were impassible, and unaccessible from the buses that run on Georgia. On the day after the storm, this might be acceptable. But several days later, on one of the region's most important radial corridors, this is quite intolerable.
- Joe Fox: I've noticed that roads maintained by both state agencies (MD SHA and VDOT) fared the worst, by far. I've posted several tweets about Colesville Road this morning, which, despite having the ability to reverse lanes, has gone from 3 lanes to one the last two days, wreaking havoc in the neighborhoods, and with a slew of bus lines.
To me, the fact that county/local roads/sidewalks/paths seemed to fare a lot better brings to mind the argument that counties (Montgomery, Fairfax), should follow the lead of the independent cities in their respective states and take control over their transportation infrastructure (save for perhaps interstate highways and maybe toll roads) from the state agencies, who are simply not equipped to handle local issues like intersection design, traffic signals, and snow clearing.
Photo by Aimee Custis.
- Svet Neov: Given the amount of snowfall I would give the region a B. I flew home on Monday morning after being stuck in Texas and used almost every mode of transportation in several places around the area. The airports were back up and running on Monday (as normal as possible). I flew into BWI which seemed to have no problems.
- Ned Russell: After reading the discussion and thinking about all the things that go into snow response, I give the region a B-. But there are a lot of things that could have been done better.
- Canaan Merchant: I'd give it a B-. For what we can expect of the region I think they did well. But to get an A they're going to have actually acknowledge that people like to use sidewalks, bike facilities and transit and work towards that as well.
Montgomery County is working on a new master plan for downtown Bethesda that would promote continued development and might allow the population to increase from 7,210 today to over 18,000. But a group of people who oppose urbanization are gearing up to fight it.
In an email to Bethesda civic leaders on Saturday, former Town of Chevy Chase Mayor Pat Burda revealed plans to form the Coalition of Bethesda Area Residents. Organizers say that they are "angry" at plans for increased density, with special ire toward the quantity of new housing.
While CBAR hopes to draw support from single-family neighborhoods on all sides of downtown Bethesda, the initiative comes from the Town of Chevy Chase, a 1,200-home enclave located southeast of the downtown commercial area. (The town is just one of the many neighborhoods that make up what is generally considered Chevy Chase.)
A report submitted to the town council earlier this month presents what CBAR is trying to accomplish. The central premise of the 13-page document, which is framed as a history of downtown Bethesda development, is the primacy of the single-family house and its owner. Apartments, stores, and offices are welcome only to the extent they serve the residents of nearby homes.
The document is clear in its opposition to development, skipping the usual pieties about planning and community participation. Land use decision-making, it explains, is an "inherently political process." If one county council can upzone, the winners of the next election can equally well downzone.
The document's author is Scott Fosler, who was among the early architects of the anti-development movement that has flourished in the Chevy Chase area since the 1970s. This movement, acting under a variety of organizational umbrellas, has had a strong influence on land use policy throughout Montgomery County. It was most recently in the news in 2012, when it tangled with county planning director Rollin Stanley after he referred to some of its leaders as "rich white women."
Fosler himself served two terms on the Montgomery County Council in the 1980s. He earlier chaired the town's zoning committee and then served on the town council.
While Fosler insists that homeowners have every right to change the zoning of adjoining properties, there is no reciprocity. He would find it unthinkable to rezone the Town of Chevy Chase to better serve the remainder of the county.
Fosler sees Bethesda's urban center, even when properly subservient, as an alien intrusion that is best kept at a distance. He outlines the strategy by which the Town of Chevy Chase and its allies have obtained the separation they desire. The downtown is encircled with a "comprehensive cordon" of land occupied by parking lots, parks, and house-sized structures. The function of this territory is simply to be as empty and little-used as possible. Property on Elm Street that was made a park would serve the purpose just as well if it were a parking lot.
In the past, the anti-development movement had great influence over land use in Bethesda and Chevy Chase. The 1976 Bethesda master plan imposed a five-fold reduction in the allowable square footage of the downtown. The 1998 plan for Friendship Heights limits buildings on some stretches of Wisconsin Avenue to three stories.
But public opinion is shifting as the demand for urban living grows. Divisions have emerged even within the Town of Chevy Chase. Whether CBAR can achieve the same political power as its predecessors remains to be seen.
Montgomery County has been stepping up its seriousness when it comes to building bike infrastructure. Next up? Silver Spring's first protected bikeway.
The county is considering protected lanes that would run for about a mile along Cedar and Spring Streets, between 2nd Avenue and Wayne Avenue. The route circles around the northern and eastern edges of downtown Silver Spring, close to many of its major destinations and connecting with bike routes along several cross streets.
Another way to describe the lanes' location is to say they'll be right in the middle of Montgomery County's Bicycle and Pedestrian Priority Area for Silver Spring, which is where planners are looking to make biking and walking a safer, more appealing options.
At the bikeway's western end (near Spring Street and Second Avenue), it will connect to the future Capital Crescent Trail, and at its eastern end (at Cedar Street and Wayne Avenue) it will connect to the future Silver Spring Green Trail; both trails are being built as part of the Purple Line.
After Purple Line construction, the bikeway could extend to Sixteenth Street.
Planners will unveil more specific designs at a public meeting on February 2nd. Those details would show what type of barriers will go up between the bikeway and traffic, and how the bikeway will cross intersections.
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