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Posts about Rockville

Transit


Better sidewalks? A tunnel? How can Bus Rapid Transit work in Rockville?

Under Montgomery County's newly-approved Bus Rapid Transit plan, two BRT lines would converge in the heart of Rockville. How can the city fit them into its space-constrained downtown?


Photo by Oran Viriyincy on Flickr.

BRT lines would run along Route 355 between Clarksburg and Friendship Heights and on Veirs Mill Road from Wheaton to Rockville, meeting at the Rockville Metro station. Both lines are currently under study: the State Highway Administration expects to have a preferred alternative for Veirs Mill later this year, while Montgomery County has received state transportation funds to begin studying 355 this year.

But BRT will have to contend with busy roadways, a major transit hub, and a town center still being built out. "[BRT] would provide our residents with more travel options, so that would conceptually be a good thing," Rockville planner Andrew Gunning told the Gazette, "but we have challenges, too." We asked GGW contributors how they would approach this problem, and these were the principles and ideas they suggested.

Make walking safer and more comfortable

One key issue will be creating an inviting and safe environment for pedestrians trying to access BRT stations. Both 355 and Veirs Mill are currently dangerous environments with multiple lanes of traffic that alternate between congested and high-speed, depending on the time of day. It's a long way across 355 even with surface-level pedestrian improvements, and sidewalks are typically narrow and right against the roadway.


How Route 355 (Rockville Pike) in White Flint could become a boulevard. Image from the White Flint Partnership.

Wider sidewalks with buffers, shorter crossings for pedestrians, more time to cross at lights, and protection around crossings for median stations would be excellent first steps to creating a more welcoming environment for pedestrians, and could create more of a boulevard, as is planned for White Flint further south.

Rockville could also consider working with WMATA to improve the at-grade pedestrian entrance to the Metro station, which currently features a fence and two narrow, inconvenient walking routes.

Accept lane repurposing

To avoid creating an even more unsafe pedestrian environment, it's critical that Rockville repurpose street space for transit. Widening 355 to add bus lanes runs the risk of making it even more inaccessible to people on foot.

Last year, Montgomery County planners found that there's more than enough forecasted ridership to justify dedicating an existing lane for transit on both Veirs Mill and 355. Already, Ride On's 55 bus, serving 355 from Germantown to Rockville, carries an average of 8,000 passengers each weekday, making it one of the busiest bus routes in Montgomery County.

A broad study of cities that reduced street space for cars, even in congested areas, showed that traffic stays the same, or even disappears. With Los Angeles, New York City, Seattle and other cities moving to repurpose lanes for transit, Rockville would be in distinguished company.

Balance local convenience with corridor function

One of the central questions facing planners will be whether to stay on 355 or deviate onto local streets to better serve Rockville Town Center. Having a stop at the Metro station to facilitate transfers seems obvious, but all of Rockville's main destinations, including the county government, shops, and restaurants, are closer to East Middle Lane and North Washington Street.

Keeping BRT on 355 would speed up running times and provide an impetus to make it more of a pedestrian friendly boulevard, but deviating could pick up more riders by serving the popular town center. On the other hand, existing local bus service could connect the town center to a BRT stop at the Metro station, particularly for those that have limited mobility.


Montgomery College Rockville campus map.

Serving Montgomery College, many of whose 60,000+ students are transit dependent, will also be critical, but it's not yet clear where the best station location might be. Currently, buses deviate from 355 onto Mannakee Street to serve the college. However, it is not a far walk to the corner of 355 and Mannakee, and an improved walking path could make it desirable to keep BRT on 355 to save time. An alternative could be a BRT station between Mannakee Street and North Campus Drive, where a new path could provide a shorter connection to classroom buildings.

Think creatively

Planners should consider how underutilized spaces could play a role in accommodating BRT. One example is Metro's parking lot just north of the Rockville station across Park Road. This area could become a BRT station, or have buses rerouted there to make room for BRT directly in the existing bus bay.


Parking lot adjacent to Rockville Metro to the northwest. Image from Google Maps.

Alternatively, a station at the Rockville Metro could utilize an existing vertical asset: the pedestrian bridge crossing Route 355. A station in the median of the road directly below the bridge with staircases or elevators going up could provide a direct, covered connection to the Metro.

While we're dreaming, a really ambitious overhaul of the area from the intersection with Viers Mill to the Metro station would create a Dupont Circle-like intersection that carries express traffic on 355 under Route 28 and continues underground past the Metro station. With through traffic passing underground in a tunnel, the city could extend the local Rockville street grid to reunite its town center with the Metro, creating a much more connected and attractive access to Metro, MARC, and BRT.

Ben Ross, David Versel, Dan Reed, Ethan Goffman, and Dan Malouff all contributed to this post. What do you think? Let us know in the comments.

Bicycling


Slow start for Capital Bikeshare in Montgomery County

Since launching in September, the Capital Bikeshare stations in Montgomery County have been slow to draw riders, with some stations being used less than once per day on average. This may change over time, but it'll take a more complete bike network to increase ridership.


Photo by dan reed! on Flickr.

I reviewed Capital Bikeshare's trip history data to find lessons from the first few months after the September 27 launch through December 31. Of the 50 stations in Montgomery County, the highest-performing ones were those in Friendship Heights and Bethesda, and those near Metro stations.

To count each station's number of trips, I included any trip that started or ended at the station. Trips that both started and ended at the same station counted only once, but if those trips lasted less than 30 seconds, I decided not to count them at all. To find the trips-per-day averages, I made sure to account for the fact that some stations were installed after the initial launch.

On the maps, blue dots are stations which averaged 10 or more trips a day; green dots at least 5 trips but less than 10; yellow at least 2 trips but less than 5; orange at least 1 trip but less than 2; and red dots were stations with less than one trip per day. Black dots represent stations that weren't installed until this year.

Bethesda and Friendship Heights

The most popular bikeshare station in Montgomery County so far is the one at the Friendship Heights Metro station, which was involved in about 11 trips per day. It has several things going for it. Metro stations are a popular place for bikeshare trips, as we'll see throughout this analysis. The location is also right on the border with DC, which has its own bikeshare stations nearby and, presumably, residents who were already members before the Montgomery launch.


Map by the author.

The next most popular station was at Bethesda Avenue & Arlington Boulevard, in the dense, mixed-use Bethesda Row area. The third most popular was the station at Montgomery Avenue & East Lane, close to the Bethesda Metro stop. Those two each saw between 7 and 8 trips per day.

The most common trip involving a Montgomery station went from Battery Lane & the Bethesda Trolley Trail to Norfolk Avenue & Fairmont Avenue. But this trip only happened 70 times last year, meaning a handful of users could easily be responsible for all the trips. As a result, I'm hesitant to draw any broad conclusions from the popularity of certain trips.

Rockville

Bike sharing in Rockville started very slowly. The only station involved in more than two trips per day was East Montgomery Avenue & Maryland Avenue, which averaged 2.5 trips per day. It's the closest station to Rockville Town Center, and also less than a half-mile from the Rockville Metro stop.


Map by the author.

The most glaring omission in Rockville is the lack of a bikeshare station at the Shady Grove Metro stop. Capital Bikeshare put stations in the King Farm and Fallsgrove neighborhoods, both of which have bike-friendly routes to the Shady Grove Metro.

The lack of a bikeshare station at the Shady Grove Metro seems like a missed opportunity to connect residents to a major destination. Throughout the system, Metro stations are among the most popular sites for bikeshare stations. The two most popular stations in the whole system were the one near the Dupont Circle Metro stop's north entrance and the one near Union Station. Each was involved in more than 300 trips per day from September 27 to December 31 last year.

Silver Spring and Takoma Park


Map by the author.

Like Bethesda, Silver Spring has some of the highest rates of bicycle commuting in the county. But the most popular station in eastern Montgomery County was the one near the Silver Spring Metro station, at Colesville Road and Wayne Avenue. It saw just 4.3 trips per day.

There's no bikeshare station right near the Takoma Metro station. The closest one is at Carroll Avenue & Westmoreland Avenue. It was Takoma Park's most popular, averaging 4.1 trips per day after it was installed in late October.

Comparing Montgomery County to Alexandria

Alexandria was the first jurisdiction outside of DC and Arlington that Capital Bikeshare expanded to. The cluster of stations there is geographically isolated from other parts of the system in a similar way to the Montgomery County clusters.

The growth of ridership in Alexandria since its stations launched on August 31, 2012 could offer a clue for what to expect going forward in Montgomery.

There were 4,736 trips involving at least one of Alexandria's stations during the fourth quarter of 2012. In the fourth quarter of 2013, that number went up to 5,345, an increase of 13% from the previous year.

All eight stations in Alexandria launched on the same day, and there have been no additional stations since then, so it's easy to compare them from year to year.

Notably, and not surprisingly, the bikeshare station near the King Street Metro station was Alexandria's most popular.

Looking forward

Montgomery County can expect bike sharing to grow over time, but it shouldn't assume that such a slow start is normal.

In DC, the station at North Capitol Street & G Place NE opened in mid-December and managed 14 trips per day during the final few weeks of the year, even during a relatively cold month. The 10th Street & Florida Ave NW station, added in October, saw 25 trips per day for the rest of the year.

No station in Montgomery County really came close to those numbers, let alone those of the most popular stations in DC.

If the county wants its investment in bike sharing to pay off, it should fill in key gaps, especially at the Shady Grove Metro. Providing bike lanes or paths to connect neighborhoods to Metro stations would also encourage the kind of trips that have proven popular everywhere else in the system.

Meta


Topic of the week: Greater Greater 2024

Wednesday marks the start of 2014, but what about further into the future? We asked our contributors what they hope to be writing and reading about on Greater Greater Washington in 10 years.


Photo by Joe on Flickr.

Dan Reed: I'd like to write about how the region's ethnic enclaves, from Langley Park to Annandale, have become the new hot spots, drawing investment from around the globe as the cool kids finally realize there's a big world outside DC, and it's got much better food. Meanwhile, the Rockville Metro station gets renamed "Chinatown."

Jim Titus: I hope to read that that Metropolitan AME complains about DDOT's insensitivity to churches, while the city makes excuses. Church officials complain that CaBi needs to completely empty its 60-bike dock early on Sundays, to prevent the dock from exceeding capacity at the 11:00 AM service.

But DDOT says the real problem is that the new "trikeshare" three-wheelers used by most elderly parishioners each take up two spaces. Church officials concede that the dock never fills at the 7:45 service, which is generally attended by younger members.

Michael Perkins: Goal for the next five years is for DC to take the experience in San Francisco to heart and get serious about managing their curbside parking. Adjust hours and prices to ensure people can find a space if they're willing to pay what it's worth.

Ben Ross: Construction of a new Metro line through downtown DC, and new rail lines in the suburbs. And a reorientation of the Montgomery and Prince George's transportation departments, like DC and Arlington, to operate urban complete streets rather than suburban highways.

Canaan Merchant: 1) Hopefully I'll be reading about construction on a number of new transit lines. 2) Hopefully we'll see so many people on bikes that we'll need to discuss how to handle bicycle congestion. 3) How the city has adapted under new buildings that have broken the current height limit. 4) What the city has planned for an RFK site that is now focused on providing new housing/retail for the city and not more stadiums and parking lots. 5) How the Columbia Pike streetcar has aided in transforming the corridor and led to calls for streetcar expansion throughout Northern Virginia.

Chad Maddox: How the region has successfully absorbed many more residents while simultaneously managing to keep housing relatively affordable. Also, how the District has become a national model for its efforts to eliminate concentrated poverty and residential segregation in its borders.

Tracey Johnstone: That better coordination among local transit agencies, combined with the implementation of free transfer among subway, light rail, bus, and streetcar increased transit usage by over 25%.

Adam Froehlig: In a controversial effort to address chronic bike congestion on the MVT and the 14th St Bridge path, NPS and DDOT implement all-electronic bicycle tolls. A local bike commuter is quoted in the news as saying it will force him to switch to driving while another complains that the revenues will go to the private collector and WMATA instead of to path and bridge repairs.

And after years of false starts, the District finally implements a mileage tax. The effort is seen as a colossal failure as non-DC-registered cars are exempt and the elimination of the gas tax prompts Maryland drivers to suddenly flood DC streets such as Benning Road and Georgia Ave to take advantage of the cheaper DC gas.

Neil Flanagan: I'd like to hear Montgomery officials getting anxious about how successful Prince George's Smart Growth program has been. That it's putting pressure on DC to drop rents, but won't someone think about the historic Greenbelt gas station that's going under?

Also, "Daddy, what's a Millenial?"

Pedestrians


MD highway planners to pedestrians: you’re on your own

If you're a pedestrian who uses a state road in upper Montgomery County, don't expect much help from the State Highway Administration (SHA).


Photo by Gary Kavanagh on Flickr.

That's the message in highway planners' response to a letter from the Action Committee for Transit (ACT) about pedestrian safety in the upcounty. ACT's letter asked SHA to look at 4 problem areas for pedestrians on state roads designed to prioritize driving over everything else.

At one location, SHA agreed to conduct a pedestrian audit, but did not agree to actually use its audit's recommendations. At 2 others, SHA declined to mark a crosswalk because not enough people use the unmarked crosswalk. And at the fourth, SHA declined to mark a crosswalk because it would inconvenience people in cars.

The first problem area is Germantown Road (Route 118) between Wisteria Drive and the I-270 interchange in Germantown. This stretch of road has up to 9 lanes of high-speed commuter traffic. At least 5 pedestrians have died there in recent years, including a student at Seneca Valley High School.

ACT asked for a pedestrian road safety audit, and SHA agreed to conduct one. This is a good start. But will SHA then do what its own audit recommends? SHA says only that they will evaluate "which suggestions [from the SHA audit] are warranted and feasible".

The second problem area is the intersection of Great Seneca Highway and Dairymaid Drive in Germantown. People who live in the townhouses and apartments east of Great Seneca cross here and then follow a desire path to the Kingsview Village shopping center. ACT asked for signs, pavement markings, and engineering so that people can cross safely and conveniently.

SHA responded that too few people cross this intersection on foot to warrant a marked crosswalk. In addition, they explained that a marked crosswalk would be more dangerous, because people might then feel safe crossing there, even though crossing there is not safe. How could SHA make crossing there safe? SHA's letter does not say.

The third problem area is the intersection of Clopper Road (Route 117) and Mateny Road in Germantown. Both drivers and pedestrians have died along this stretch of road in recent years. ACT asked for walk signals and high-visibility pavement markings for all 4 legs of this intersection, as well as signs to alert drivers about people crossing the street on foot.

SHA responded that there are plans (it's not clear whose) for improving the intersection for pedestrians, including marking the crosswalks across Mateny north and south of Clopper. Thus, 3 of the 4 legs will have marked crosswalks, instead of just one. This is good news. However, the fourth leg will still not have a marked crosswalk. SHA explained that a marked crosswalk is unnecessary because not enough people cross there.

In addition, SHA said that they would not mark the crosswalks with high-visibility markings because the Manual on Uniform Traffic Control Devices (MUTCD) calls for 2 parallel lines.

The last problem area is the intersection of Route 355 (Frederick Road) and Shady Grove Road, between Gaithersburg and Rockville. A pedestrian needs eight and a half minutes to cross the street here. ACT asked for high-visibility pavement markings, signs, signals, and appropriate walk intervals for all 4 legs of the intersection, in conformance with the Shady Grove Sector Plan.

SHA explained that they can't mark the crosswalk in the south leg of the intersection, for 2 reasons. First, if drivers turn from northbound Shady Grove onto southbound 355 using the combined right-turn/through lane, they cannot see people in the crosswalk well. Second, the amount of car traffic makes a separate pedestrian-only signal phase impractical.

Impractical for whom? Presumably for people in cars, since a marked crosswalk with a walk signal would be very practical for people trying to cross the south leg of the intersection on foot.

7 of the 11 pedestrian deaths in Montgomery County in 2013 so far occurred on state roads. The Montgomery County government says that "crossing the street [should not be] a death defying act" and that engineers should design and operate roads so that people on foot can use them safely and conveniently. Wouldn't it be great if SHA learned this lesson too?

Transit


MARC backs away from all-day service on Brunswick Line

In 2007, the Maryland Transit Administration proposed adding a third track to the MARC Brunswick Line, which could make it possible to have all-day, two-way service. With a recent plan update proposing less third track, it's unlikely that this will ever happen.


MARC's Brunswick Line in Dickerson. Photo by thisisbossi on Flickr.

The 2007 MARC Growth and Investment Plan proposed a third track from Georgetown Junction in Silver Spring, to Point of Rocks in Frederick County. It would have been built in three stages between now and 2035. In contrast, the 2013 draft update proposes one small portion of third track in Montgomery County and at unspecified locations elsewhere.

This reduces the chance that there will ever be all-day, two-way service. CSX owns the tracks that MARC trains use, and the agency will not allow MARC to run more service if there isn't a third track. If MARC doesn't say where they plan to put a third track, Montgomery County can't reserve the right-of-way for it, making it harder to build the third track later.

Current service on the Brunswick Line consists of 18 daily trains, peak-service headways of 40-75 minutes, one off-peak train on Fridays only, no reverse-peak service, and no weekend service. The Maryland Transit Administration's original plan for MARC called for bringing all-day, two-way service to the Brunswick Line in three stages.

In 2015, there were to be at least 6 additional peak-service trains, or 3 round trips. By 2020, there were to be shorter peak-service headways, plus some reverse-peak and off-peak service. And in 2035, there were to be reverse-commute and weekend service, as well as service to L'Enfant Plaza and Northern Virginia.

As for the third track, first, MTA would build near Rockville and along the Frederick branch of the Old Main Line. In 2020, there would be a third track on Barnesville Hill, roughly between the Monocacy River, west of Dickerson, and the Bucklodge interlocking, west of Boyds. In the long term, MTA would build the remaining sections of track between Georgetown Junction and Point of Rocks.

In comparison, the 3-stage expansion in the 2013 draft update builds up to only marginally more service. There would be no additional trains in the short term. During the 2020s, MARC would add 3 additional trains, including one reverse-peak train.

Between 2030 and 2050, there would be 6 additional peak-service trains (3 round trips), plus some off-peak service and some more reverse-peak service. The draft update only proposes building a short section of third track on Barnesville Hill in the 2020s, with "additional triple tracking" at unspecified locations in the long term.

Why is MTA's 2013 draft update so much less ambitious than its 2007 plan? Perhaps MTA is trying to hold down the costs of the plan. But unlike the 2007 plan, the 2013 draft update does not provide cost estimates for the long-term plans. So reducing the scope of the long-term plans does not affect the total cost in the 2013 draft update.

Or maybe MTA now believes that there will be insufficient demand for all-day, two-way service and weekend service on the Brunswick Line in the future. But this seems inconsistent with MTA's explicit recognition of transit-oriented development (TOD) in the 2013 draft update, including the creation of high-density, mixed-use TOD on existing surface parking lots within walking distance of MARC stations.

In Montgomery County, there are plans for MARC-related TOD at Kensington and White Flint, and construction is already underway at Gaithersburg, Germantown, and Metropolitan Grove. But will there be enough transit to support TOD at these stations, if even MARC's own Growth and Expansion Plan does not call for eventual all-day, two-way service?

And will these plans leave room for an eventual third track, if MARC's Growth and Expansion Plan does not call for one? Montgomery County's draft Countywide Transit Corridors Functional Master Plan, which proposes a countywide Bus Rapid Transit network, also covers right-of-way for MARC. But it only includes a third track northwest of Metropolitan Grove.

All of these projects should maintain a reserved right-of-way for the third track that will make it easier to provide all-day, two-way service on the Brunswick Line. And for this to happen, MTA's final update of the Growth and Investment Plan must restore both all-day, two-way service and a third track between Georgetown Junction and Point of Rocks as long-term plans.

If you support all-day, two-way service on the Brunswick Line, please e-mail MTA at MGIP@mta.maryland.gov. MTA will accept public comments on the draft update through mid-November.

Bicycling


Montgomery announces new bikeshare locations

Late this summer, Capital Bikeshare will expand into Montgomery County with 51 stations and 500 bikes. County officials have released maps of where they hope to put the stations, and they will hold meetings later this month to talk about the new service.


Bikeshare stations in Rockville and Shady Grove.


Bikeshare stations in Silver Spring and Takoma Park.


Bikeshare stations in Bethesda and Chevy Chase.

30 stations will go in the downcounty area, including Silver Spring, Takoma Park, Bethesda and Friendship Heights. In conjunction with the City of Rockville, the county will also place 21 stations in Rockville and the Shady Grove Life Sciences Center as part of a pilot program to see whether bikesharing can work in suburban areas, especially for carless low-income residents and reverse commuters.

County Department of Transportation officials will hold 3 meetings later this month where residents can learn how Capital Bikeshare works and offer feedback on the proposed stations. For more information, visit the county's new bikesharing website.

All 3 areas where Capital Bikeshare will go already have higher-than-average bicycling rates, like downtown Bethesda, Takoma Park, and even Rockville Town Center. That's not surprising, as these communities have an older, urban built form that easily lends itself to bicycling.

Bikeshare stations will also serve major employment centers, like NIH and the Shady Grove Life Sciences Center, along with local schools, like Washington Adventist University in Takoma Park and both the Rockville and Silver Spring campuses of Montgomery College. This will make bikesharing a real option for residents who live too far to walk, while helping students who either can't or don't drive.

However, the maps also show the need for improved bike infrastructure. The Washington Area Bicyclist Association and MoBike have proposed a network of new bike lanes to compliment the CaBi stations, but it'll be a while before the county actually builds some.

In addition, it looks like some of the stations are spaced too far apart to be useful. The station at Flower and Piney Branch in Silver Spring, for example, is over a mile from any other station and at the top of a hill. That means users are likely to bike from there and not come back, creating a rebalancing problem.

What do you think of the station locations?

Government


Upper Marlboro is too remote for most Prince Georgeans

Access to government is an essential part of a functioning democracy. When a county's government is too far away from its citizens, it impedes many who would otherwise participate. Prince George's County's seat in Upper Marlboro is a particularly poor location.

I created this map showing where the county seats relate to the geographic and population centroid of each county in Maryland:

Click the image for larger version.

Upper Marlboro is on the far eastern edge of Prince George's County. The courthouse, in fact, is only 2 miles from the border with Anne Arundel County.

That means that for many residents, it is a long, tedious trip to the county seat to testify before the council or otherwise participate in events at the county's administrative center.

For those with a car, it's a long trip. For those without a car, it is a long, and at some times, impossible trip. The last bus leaves Upper Marlboro bound for Addison Road station at 6:40 pm. If you want to testify at the council after that, you'll need a car.

When I was called for jury duty last year, I had to borrow a car to get there. Jurors are expected at 7:30. For people living in the northern end of the county, that means catching the 6:30 bus from New Carrollton. And if your bus doesn't get to New Carrollton by 6:30, you're out of luck. For example, the first bus from the north end of Greenbelt doesn't get to New Carrollton until 6:49.

Upper Marlboro is not central

Upper Marlboro is not particularly close to the geographical center of Prince George's County. The geographical centroid (the average latitude and longitude of all points in the county) is just northeast of Andrews Air Force Base, just over 5 miles west of Upper Marlboro.

Of Maryland's 23 county seats, Upper Marlboro is the 9th most distant from the geographical centroid of its county. The worst is Oakland, over 10 miles from Garrett County's center. On the other hand, Denton is less than a half mile from the center of Caroline County. The state average is 3.97 miles.

More important than geographic centrality is that the seat is close and accessible to the populace. In that regard, Upper Marlboro fares much more poorly.

Upper Marlboro is 9.66 miles from the county's 2010 centroid of population (the average latitude and longitude of each resident's home in the county). That's the 2nd largest, after only Worcester County (home of Ocean City).

The distance between population centroids and county seats ranges from a high of 12.83 miles in Worcester County to a low of just 0.32 miles in Caroline County. The statewide average is 4.02 miles.

The 2010 population centroid of Prince George's County is near the intersection of Martin Luther King, Jr Highway and Sheriff Road in the Landover area. This is about halfway between the Cheverly (Orange Line) and Morgan Boulevard (Blue Line) Metro stations.


Centroids of Prince George's and Montgomery counties. Click for interactive map. The blue dot represents the population centroid, and green is the geographic centroid.

If we compare this to Montgomery County, we find that Rockville is only 1.75 miles from the population centroid and 4.51 miles from the geographic centroid of the county.

CountyCounty seatMiles to pop.
centroid
Miles to geo.
centroid
AlleganyCumberland3.743.76
Anne ArundelAnnapolis8.426.32
Baltimore CountyTowson1.745.15
CalvertPrince Frederick2.491.26
CarolineDenton0.320.47
CarrollWestminster3.691.45
CecilElkton6.166.60
CharlesLa Plata3.102.20
DorchesterCambridge3.676.27
FrederickFrederick0.782.93
GarrettOakland8.5610.38
HarfordBel Air2.102.37
HowardEllicott City4.175.50
KentChestertown1.973.34
MontgomeryRockville1.754.51
Prince George'sUpper Marlboro9.665.01
Queen Anne'sCentreville4.703.45
SomersetPrincess Anne5.586.34
St. Mary'sLeonardtown3.401.75
TalbotEaston1.520.95
WashingtonHagerstown1.675.53
WicomicoSalisbury0.461.58
WorcesterSnow Hill12.834.22
Click on a column header to sort the table.

Time for a change?

The population centroid is a contantly-changing point on the map.

In 1920, for example, the population centroid for Montgomery County was located north of Rockville. By 1960, it had moved as far south as Garrett Park, as the downcounty area urbanized. But then the wave of population growth moved north, and pulled the centroid with it.

In Prince George's County, since suburbanization began with streetcars in the early 1900s, growth has always stayed close to the DC boundary. Even as sprawling neighborhoods began to appear throughout Prince George's, the density of the close-in neighborhoods means that the population centroid has stayed close to DC.

Because so many Prince Georgeans live in the northern part of the county and close to the DC border, moving the county seat could make it easier for county residents to get involved in their government.

The county has already taken steps to move some departments to Largo, including the county's Department of Public Works & Transportation.

Prince George's should continue that trend, and moving the County Council should be a top priority.

If Largo were the county seat, it would be about the same distance from the geographical center of the county (5.16 miles instead of 5.01 miles), but it would be much closer to the population centroid (2.79 miles away instead of 9.66 miles).

Additionally, a seat in Largo would be much more accessible to residents without access to cars. Largo has a Metro station, and is a transit hub for several bus routes. Transit service there lasts almost until midnight, as opposed to shutting down at dinner time, as it does in Upper Marlboro.

A seat with Metro service would also put Prince George's in the same category as some of the other counties in the region. DC, Arlington, Alexandria, and Montgomery all have Metro-accessible seats.

Upper Marlboro is very inconveniently located. It's time Prince George's stopped asking its residents to slog more than halfway across the county just to participate in local government.

Development


52 years late, Rockville will be whole again

For literally decades, downtown Rockville's most central block has sat empty, used only as a parking lot. It's been a huge hole in the city's urban fabric, separating the area near Rockville Metro station from the more vibrant Town Square. Now, after multiple failed attempts, it is finally, finally, being developed.


Rockville's long empty block. Image from Bing.

And with this property, the most visible sign of Rockville's failed 1960 urban renewal will be erased.

Back in 1960, Rockville was transitioning away from its historic role as a sleepy county seat, and into a booming post-war suburb. City leaders fully embraced the notion that walkable urban places were obsolete, and approved an urban renewal plan that bulldozed 111 buildings covering 47 acres—almost all of Rockville's historic downtown.

Like countless such plans from that era, this one was a disaster. A few mostly car-oriented buildings were constructed, including the short-lived Rockville Mall, but much of downtown remained empty.

It wasn't until New Urbanism started taking hold in the 1990s that Rockville once again began thinking about its downtown as a downtown, instead of a glorified strip mall and office park.

Since then Rockville has had many successes. The Regal Theater opened, a grand new courthouse was built, and of course, the impressive new Town Square redefined the center of downtown. But in all that time, one key property has failed to redevelop, despite repeated attempts.

The Town Center parking lot forms a gaping hole in Rockville


The current Town Center development. Image from Duball LLC and the CIM Urban Real Estate Fund.

Ever since the 1960 mass bulldozing of downtown, the block bounded by Middle Lane, Montgomery Avenue, Maryland Avenue, and Monroe Street, has been vacant of buildings. It's the central block in Rockville's downtown street grid, and marks the transition between the remaining urban renewal era highrises to the south, and the new Town Square to the north.

Arguably, it's the most important single block in Rockville, and it's been nothing but a parking lot for decades. In 2009 I named it the 5th most offensive parking lot in the Washington region, and the #1 worst outside of the District.

In 1994 the city worked with developers to plan a huge complex of office towers, including what would have been the tallest building in the city. The proposal floated around until the dot com bust soured the upper Montgomery County office market. By the turn of the millennium, the proposal was dead.

Then in 2005 the City of Rockville approved a new mixed-use redevelopment for the property, with somewhat shorter buildings. But development never got started, and when the recession hit those plans were once again tabled.

But now it appears that 2005 proposal has been dusted off and is ready to be built. The developer has a tenant and bank financing, which had always been the major holdups.

7 years after project approval, 18 years after the first proposal, and 52 years after urban renewal ruined Rockville, downtown is finally being stitched back together.

Upon seeing the property fenced off for the start of construction last week, @thisisbossi said it best on Twitter: FINALLY.

Cross-posted at BeyondDC.

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