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Posts about Rockville

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 acresalmost 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.

Parenting


School officials freak out over 5th grader riding public bus

A Rockville mother decided to let her 10-year-old daughter ride a public bus to get to her school, confident it would be safe. Other "concerned parents" reported this to the principal, who called the central office, who even called Child Welfare Services.


Photo by Tribute/ Homenaje on Flickr.

The mother, Anna, wrote a letter to the Free Range Kids blog that several readers sent in as a tip:

It had been brought to her attention, the principal said, by some "concerned parents," that my daughter had been riding the city bus to and from school.

I said, yes, we had just moved outside of the neighborhood, and felt that this was the most convenient way for our 5th grader to get there and back.

The principal asked was I not concerned for her safety? "Safety from what?" I inquired. "Kidnapping," she said reluctantly. ...

We did a lot of planning and preparation before we allowed L. to ride the bus. As a parent I feel that it is my job to advocate for her right to practice this new skill, for as long as she wants to do it and for as long as we her parents continue to feel it is safe.
The principal went on to tell the mother that the central office wanted Child Welfare Services to evaluate whether it was an acceptable parenting decision to let a 5th grader ride the bus.

In contrast to the anxious overreaction from school officials, Anna writes, her daughter told her mother she didn't need to wait in the car at the bus stop for the bus to arrive, because she wanted to talk to her "people friends":

There was the Chinese lady, the lady with the baby who cried a lot (but it's not his fault, he can't help it), and the grandma who always got on at the next stop. In a few short weeks, my daughter had surrounded herself with a community of people who recognized her, who were happy to see her, and who surely would step in if someone tried to hurt her.
One commenter noted that many places have kids ride the buses even younger. One said that when he or she grew up in Queens, all children rode the bus starting in 2nd grade. Another noted that Hamburg, Germany teaches kids to ride public transportation in 4th grade so they can use it alone after that.

Our suburban areas, including Montgomery County, have spent far too long building an environment that is not especially hospitable to kids walking to school. That forces almost all parents to drive their kids to school when the school bus is not an option, making school officials start to believe those are the only ways and flip out when anyone bucks the trend.

Correction: The last paragraph originally left out riding the school bus as one of the more common ways kids get to school. It now includes this as well as being driven by parents.

Development


Annexation war pits Gaithersburg against Rockville

Rockville and Gaithersburg are nearly identical in many ways, and usually get along. But they aren't happy with each other right now, as they fight over who will annex a property located in the narrow swath of unincorporated land between them. This fight shows how long-term planning works and why it is important.


The disputed property. Image from Google Street View.

The crux of their disagreement is that Gaithersburg wants to annex a piece of land near the Rockville border that Rockville has never annexed itself, but to which Rockville thinks it is entitled. The land is south of Shady Grove Road, which many people think of as the unofficial boundary between the two cities.

But what people think of unofficially is not the law. There are actually laws on the books that govern how annexation works. When the dust settles, Gaithersburg is going to win this fight, because Gaithersburg has proactively thought about its long term planning needs, while Rockville has been strictly reactive.

The State of Maryland requires incorporated cities to adopt a future expansion plan, showing areas that each city may want to annex in the future. The entire point of this requirement is to give cities the opportunity to show where their "unofficial" boundaries are, so that everyone can plan accordingly.

And whether Rockville cares to admit it or not, they never made any kind of claim to the land in question until after Gaithersburg claimed it for itself, despite many opportunities to do so. If Rockville thought itself entitled to everything south of Shady Grove Road, then Rockville should have used the state's process to stake a legal claim.

Here are maps showing each city's adopted expansion plans, taken from their respective growth plans (page 66 on Rockville's on the top, page 30 on Gaithersburg's below):

The property in question is near the southeast corner of Shady Grove Road and Frederick Road:


Map by the author on Google Maps.

The Gaithersburg plan was adopted in 2009, and clearly shows this property as part of Gaithersburg's claim area. It's possible Gaithersburg claimed the land even earlier, but at the very latest by 2009 they had declared their intention to the land. Meanwhile, Rockville's plan shows that they didn't start thinking about this property until 2010, and had even specifically excluded it from their expansion plan during their previous update in 2002.

If Rockville wanted this land, why didn't they claim it in 2002? Or even before? If they really thought of Shady Grove Road as the boundary with Gaithersburg, why not make it official during any of the many updates to their expansion plan over the decades? Why wait until after Gaithersburg claimed it to express any interest?

Rockville didn't plan for the long term, and Gaithersburg did, and so Gaithersburg is going to win. They are set to annex the property at tonight's City Council meeting, and Rockville is powerless to stop it.

This is a good lesson to everyone. Proactively plan for what you want, or lose out to someone who did.

Development


Retailers are embracing urbanism with zeal

As enclosed malls continue to decline and close, more and more retailers are opting to locate in pedestrian-friendly urban districts.


Photo by NCinDC on Flickr.

3 years ago, I expressed sentiments that the car-oriented shopping mall was a business model with no future. The events since have offered further proof that retailers and customers now prefer an urban format, at least in our region.

Recent news that Bloomingdale's in White Flint and Macy's in Laurel will close has little to do with the sales performance of those stores, and everything to do with their host malls being unable to survive. Both have been visibly declining for years, and will soon be redeveloped into mixed-use walkable urban places.

The Laurel Macy's has managed to remain open for years despite much of its host mall being shuttered. That store would likely have closed years ago if it wasn't making money, especially in the wake of the Great Recession.

Similarly, if it had not been profitable the White Flint Bloomingdale's would have closed in 2007 when another location of the luxury retailer opened a mere 3 Metro stations away.

Within the Favored Quarter, the most economically competitive and healthy part of our region, only the largest and most dynamic enclosed malls are continuing to thrive. The rest are slowly dying.

In Maryland, Montgomery Mall is the most vibrant, while in Virginia the Tysons cluster reigns supreme.

When the White Flint redevelopment plan was approved in 2010, it provided the owners of White Flint Mall the opportunity to earn a healthier profit by giving the market more of what it wants: walkable urbanism.

Elsewhere in the region the malls are doing as bad or worse. Most have either closed or are in the process of being converted to walkable town centers.

Arlington has had success turning the area around its two enclosed malls into mixed-use towns, first at Ballston and now at Pentagon City, where the process is still under way.

In Fairfax, Springfield Mall is slated for redevelopment, and Fair Oaks Mall is actively considering a mixed-use future.

In Prince George's County, the area around the Mall at Prince George's (formerly Prince George's Plaza) has been undergoing a process similar to Pentagon City. At Bowie Town Center, County officials are looking at adding more entertainment and housing options.

Meanwhile, urban shopping areas that I mentioned three years ago have increased in prominence:

In the District of Columbia, there are four shopping districts that support clusters of national retail chains that are usually mall-based: Downtown (Old Downtown clustered around Metro Center), Connecticut Avenue between Farragut Square and Dupont Circle, Friendship Heights, and Georgetown. Columbia Heights is emerging and has a different mix of retailers.
Urban-format suburban shopping districts also continue to thrive and grow.

Silver Spring's retail is more vibrant than ever. The space vacated by Borders was quickly filled by Smart Toys. Bethesda and Clarendon are continually adding to their mixture of chains and smaller upscale retailers. Wheaton is a work in progress.

Even outside the Beltway, urbanism is catching on. Rockville Town Square and Gaithersburg's Washingtonian Center are growing, and National Harbor is setting the standard for Prince George's County. Two decades ago, all those developments likely would have been enclosed malls.

While purely car-dependent malls aren't going to go completely extinct, they are becoming far more rare. In the future, it is likely the only enclosed malls that remain will be the largest super-regional "winners" inside the Favored Quarter. Meanwhile, no new malls are planned.

As the 21st Century continues, both living and dead mall sites will be either be completely redeveloped or will evolve into mixed-use walkable urban places. Retailers will continue clustering at transit-oriented, walkable urban locations, both downtown and at new suburban "uptowns."

Politics


Rockville, Gaithersburg races involve transit and growth

Voters in Rockville and Gaithersburg will choose at-large members of their city councils tomorrow. The choices voters make could affect how much these cities encourage and welcome development around transit and transit around existing development.


Photo by thecourtyard on Flickr.

Rockville has several councilmembers, including Mayor Phyllis Marcuccio, who rode into office 2 years ago on a platform partly based on slowing down growth in the dense core of this small city. She had successfully kept away a mixed-income housing development within walking distance of the Metro.

The Gazette endorsed Piotr Gajewski to unseat Marcuccio tomorrow. Unfortunately, Gajewski voted with Marcuccio on one of the Rockville council's most embarrassing moves this year: a recommendation to reroute the Corridor Cities Transitway away from King Farm.

This development, close to Shady Grove, was explicitly built around a central boulevard with a very wide median that could accommodate a light rail line in the future. Yet some residents afraid of a transit line have organized against bringing the line where it was always meant to go. Marcuccio and Gajewski both voted to ask the state to reroute the line.

Gajewski, who lives in King Farm, said the line would provide "no benefits." It's strange to think that a quick ride to the Metro in one direction and jobs in the other wouldn't benefit residents. Fortunately, the state isn't heeding this bad advice.

Patch contributor and lobbyist Richard Parsons wrote a useful summary of the growth and transit issues in Rockville. He says that few candidates in either city want to reform the damaging Adequate Public Facilities laws that hinder walkable development while encouraging sprawl. These laws, designed to ensure development doesn't overcrowd schools or roads, actually end up just stopping growth in the core and pushing it to less dense outer areas which will create more traffic and a need to build schools in the future.

Parsons' summary of Gaithersburg's races, on the other hand, are a lot more suspect because he was previous paid by Johns Hopkins to promote their so-called "Science City" development. The Gaithersburg council opposed the project at its proposed size, and Parsons criticizes this decision without disclosing his conflict of interest.

2 challengers to the Gaithersburg incumbents are criticizing that decision, which Parsons applauds on behalf of "those who want to see a more aggressive approach to job creation and transit-oriented development." "Science City" could have been true transit-oriented development by locating around Shady Grove or other underdeveloped Metro station areas; instead, Johns Hopkins brought enormous pressure and lobbying dollars to approve widely-scattered "towers in the park" office parks, connected by a winding bus route, and stamped as "transit-oriented development."

Gaithersburg voters should make up their own minds, but be wary of any recommendations around "Science City" from anyone who made some real money in exchange for promoting this lousy project.

Development


It's time to rethink Rockville Pike

Montgomery County residents have a love-hate relationship with Rockville Pike. It's the place everybody goes, but nobody likes. How did it get this way, and can it get better?


Rockville Pike. Photo by Dan Reed.

Simply mentioning "Rockville Pike" triggers a mental image of honking horns, last-minute weaves, ribbons of heat lofting across large parking lots, and seemingly endless shopping centers with hundreds of businesses. Most people's opinion of the corridor is two-fold: they hate it, but it's a necessary part of life in Montgomery County.

Like a lot of other places in America that came into their own in the 1950s and '60s, Montgomery County planned its new suburbia to be comfortable and convenient for the automobile. Roads would be built wide to accommodate the newest land boats, whose unimpeded movement would take precedence above all else.

After all, what could be better than making everything automobile-accessible, with business strips easy to get in and out of, loads of free parking out front, and convenient drive-through windows aplenty?

That vision might have worked in 1950, but times changed. Population increased. Families bought two, three, or even four cars for multiple drivers. Business success attracted more businesses, as well as office development. "The Pike" changed from a sleepy local shopping street to the most important commercial center for a huge community numbering nearly a million people.

Something else happened too. Roads in general, and the Pike in particular, began to clog like a hardened artery. As more and more people spread out across Montgomery County to live, they all converged on Rockville Pike to shop or work, and almost all of them did so using individual cars.

How has it all turned out? You can get anything you want on the Pike, but the gettin' is slowwww. No matter how exquisitely timed the signals are and no matter how many extra turn lanes and interchanges planners provide, Rockville Pike cannot move the thousands upon thousands of cars that use it every day. Even on the weekends congestion rules.

Bypassing the congestion is nearly impossible. The few brave pedestrians find narrow sidewalks, long street crossings, and short signals. They're often stranded on wind-swept, skinny medians, and then face broad expanses of parking between themselves and every destination. The Metro helps, but stops are too few and too far apart to access the entire corridor. Bus service exists, but is woefully insufficient.

Did we really invent this mess? Can we escape it?

I believe we can attain a different future, and I think Montgomery County officials agree. We can tame the traffic beast and knit the Pike's disparate, spread-out shopping areas into a series of urban neighborhoods, with increased housing opportunities complementing existing and future employment centers.

If we improve transit access to and along the Pike, traffic would become more tolerable, walking and biking more comfortable, and unrelated land uses would come together as functioning neighborhoods.

A high quality Bus Rapid Transit (BRT) system along the Pike could whisk residents to many more stops than the Metro system currently allows, and make a visit to the Pike without a car efficient and enjoyable. Such a system could not only improve movement along the Pike, it could also bring people to and from surrounding areas.

At the same time, the Pike could be physically redesigned and made into more of a tree-lined urban boulevard, with benches and attractive streetside landscaping that provide environmental benefits as well, like managing polluted rainwater runoff. This reconfiguration, including the BRT system, would serve new, more urban land uses.

This sort of transformation will be necessary if Montgomery County is to continue to grow and prosper. Without such transformation, the county and the Pike specifically risk stagnation.

Simply put, Montgomery County must accommodate more people, and the best way to do that is to enhance and re-energize its already developed places, rather than bringing development to its precious few open ones.

A few projects are already under construction or in planning that will begin to bring about this change. The Metro station areas are redeveloping, BRT is being seriously considered, and corridor plans are under study.

Change is hard, but in this case not changing would be harder. This important part of Montgomery County must necessarily become more urban, more livable, and economically and more ecologically sustainable.

This post is part of an occasional series on local transportation solutions that will make our region greater.

Parking


Is disability parking necessary at sites without parking?

New buildings near transit hubs can often be built without parking. But that can leave mobility-impaired visitors and employees with poor access. A new courthouse in Rockville, built without any parking, is drawing the ire of some for not including disability parking spaces.


Photo by bobfranklin on Flickr.

On August 1, Montgomery County celebrated the opening of a brand new judicial center in Rockville. The $81 million, 167,000 square foot facility features nine court chambers, four hearing rooms, and zero on-site parking.

Local developers and governments finally discovered that new projects in downtown areas can be wildly successful even without large amounts of new parking. However, not including new parking in a project can have the side-effect of reducing the availability of designated spaces for individuals with disabilities.

This new judicial center is exactly the type of project that should not require additional parking. The courthouse is located at Rockville Town Center, blocks away from the Rockville Metro and MARC commuter train. In addition, over a dozen bus lines serve the area. Court employees and visitors who decide to drive may park in any of the public garages and lots located within blocks of the building.

However, despite the many transportation options in the area, a recent Examiner article claims that the courthouse could be "nearly impossible to reach" for an individual who uses a wheelchair. Montgomery County resident Brigette Woods claims that the "hilly surroundings" would make it too difficult to reach the courthouse and is considering filing suit against the county and state for failing to provide on-site parking.

Even though Montgomery County made the right decision in keeping the courthouse in Rockville Town Center, planners should sympathize with people like Ms. Woods. Greater Greater Washington has often noted both the many benefits and drawbacks of public transportation for disabled patrons.

While it is unlikely that Rockville's "hilly" terrain is too difficult to navigate, there are many people with canes, crutches, or heart conditions who have difficulty walking even a few blocks, especially in extreme heat or snow. For these people, taking transit may simply not be an option, which leaves them to rely on their private vehicles or expensive MetroAccess service.

The Americans with Disabilities Act requires that spaces be reserved for persons with disabilities only if a building offers parking. In this case, no additional disability spaces are legally necessary, but some spaces should still be made available. That might not require building new spaces, but instead designating some on-street spaces or ones in a nearby garage.

In the area around the Rockville courthouse and similar places such as Judiciary Square in downtown Washington, there is plenty of parking closest to the courthouse. It just happens to be reserved almost exclusively for police cars or other permitted vehicles. I am willing to bet that many people simply use those nearby spaces as free parking while persons with disabilities are forced to park farther way.

Of course, some people who don't have disabilities have been known to abuse parking placards, and parking enforcement should be vigilant to protect against this.

In areas where nearby spaces are at a premium, converting some of the closest on-street or reserved parking to metered disability spaces might go a long way to addressing the needs of individuals with disabilities.

Bicycling


CaBi coming to Rockville and Shady Grove

People living and working in the Rockville and Shady Grove areas will be able to use 200 Capital Bikeshare bikes on 20 stations next year, thanks to a federal grant which will be formally approved tomorrow.


Photo by Mr. T in DC on Flickr.

The bike-sharing program is one of 8 regional projects winning funding under the Job Access Reverse Commute (JARC) program from the FTA. JARC funds must go toward improving mobility options for low-income commuters. Annual membership and usage fees will be waived for low-income workers who meet program guidelines.

There is no mention of where stations will go, and that probably hasn't been decided yet, but it is likely to include the Metro/MARC stations as well as high traffic locations such as Montgomery College and Rockville Town Center. A system centered on the two Metro stations with a handful of stations 1 to 4 miles away would allow users to get to traditional transit without having to wait for a bus or pay for parking.

Tomorrow, the National Capital Transportation Planning Board is expected to formally approve the grants. The $1.288 million funding and $688,000 local match for the bikeshare project will cover capital purchases and operating costs for two years. $200,000 of the match is from the City of Rockville.

The Montgomery County DOT applied for the funds, and winners were chosen by a selection committee and staff. Other winning projects include funding the shuttle bus to National Harbor that is filling the gap left by rerouting and shortening hours on the NH-1 bus, gas cards for home care aides serving people far from transit, and a rideshare coordinator for the Dulles corridor.

CaBi is a sensible use of funds to improve mobility for low-income commuters. With its minimal membership fees and an extra subsidy for those who most need it, CaBi can be a great commuting option for those on a budget. One $75 purchase can provide a year's worth of transportation.

The city of Rockville expressed an interest in joining even before CaBi launched. Being so far from the rest of the system, it is unlikely that many people will ride CaBi from Rockville to downtown DC. The investment might have gotten greater network effects if it centered around a place like Silver Spring and DC added more stations on its side of the border.

Though the pilot is going to be small, it can still serve a couple of roles easily. Members can ride from near their homes to the train stations, then take a train to DC and grab another bike for the ride to workall with one key. It will expand on the bike-sharing assisted commute by making it possible at both ends, just as the Crystal City pod does. And it will increase mobility in Rockville and Shady Grove, making it easier to cover short distances, just as it does now in Arlington and DC.

Also, if a completely separate pod is successful in Rockville, then it could pave the way for other pods in discrete areas. For example, College Park has been suggesting they want to join for some time. If it works in Rockville, it means College Park doesn't have to wait for the tide of bikes to ripple outward.

Cross-posted at The WashCycle.

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