Posts about Silver Spring
The Metropolitan Branch Trail, which runs along the Red Line's eastern segment, still has a number of large gaps. The largest stretches from the Fort Totten trash transfer station to the Maryland line. DC officials recently announced they are moving ahead with preliminary engineering and design to close this gap.
WABA made an infographic showing the trail's progress:
According to WABA's post, officials from the District Department of Transportation (DDOT) told the Bicycle Advisory Council that the firms RK&K and Toole Design are now working on the project. It will get the trail segment to the 30% design stage; after that, more as-yet-unscheduled work will be necessary to get the design to 100% and ultimately build the trail section.
There are also other gaps in Silver Spring and in Brookland. A bridge to the Rhode Island Avenue Metro station is under construction now, and in NoMa, DDOT is adding short cycletrack segments to get riders all the way to Union Station.
Montgomery County's limited options for paying for parking, besides using piles of quarters, shrank some more yesterday, as the county announced it will not longer support popular Parking Meter Cash Keys.
Photo by the author.
These keys allow drivers to load and store value on the key at a county parking office. When parking, the driver can insert the key into the meter, which will then deduct money every 15 minutes at short-term meters and 3 hours at long-term meters. There is no charge other than a refundable deposit for the keys.
Many people use the cash keys instead of having to carry about $5.50 in quarters to park for a full day. But Tuesday morning, the county's Division of Parking Management announced in a press release that the program will be discontinued. The keys will continue working in meters, but people will not be able to get new keys or add value to existing keys after Monday.
County spokesperson Esther Bowring stated that she does not have information about how many cash keys are in circulation, but estimated the number to be in the tens of thousands.
Bowring said the sudden discontinuation came because of a software glitch that the manufacturer of the cash keys (Duncan Technologies) was not willing or able to fix. As a result, the county is transitioning to a new contractor for all of its payment-related services.
Other alternatives to quarters are limited
The county's press release touts a "Smart Meter Debit Card" as a replacement for the cash keys, but these smart meters are only available in Bethesda. That means that the only non-coin option in the Silver Spring and Wheaton garages is a monthly "Parking Convenience Sticker" (PCS) that costs $113-$123 per month. This is not a valid option for residents that mostly use transit, but may need to drive occasionally.
New meters that accept credit and debit cards will be on street in Silver Spring "later this year," according to the press release. It does not mention whether the credit card meters will also go inside the garages.
Cell phone payment is available in some garages, but not all. That's because enforcement officers were not able to get a reliable wireless signal in underground garages, preventing them from verifying whether someone has parked with pay-by-phone or just has an expired meter.
When the county rolled out pay by phone, to great fanfare in 2011 and 2012, I tried to park in a Silver Spring garage, but noticed the sticker denoting the space was missing. A parking services manager on the phone blamed this on homeless people vandalizing the meters (which seemed odd for a garage that was 3 stories below ground level.) But the "Go Park Now" (Now "MobileNow") application did not recognize the number, meaning that, in fact, the county had not programmed it to work with those meters.
Officials could extend cell phone service inside the garages with "PicoCells" or "Network Extenders." Residential versions are available from the mobile phone companies for approximately $250, and act as miniature cell towers that connect to a land line.
According to Bowring, county officials did examine this option, but initially ruled it out as each floor of each garage would need a separate unit for each mobile carrier. But now that the meter keys are not an option, she said that the county will revisit the possibility.
Though units suitable for garages plus maintenance will cost more than the $250 a resident would have to pay, it would be worthwhile for the county to spend some of its parking revenue to make the phone-based payment system work while Silver Spring residents wait for their transit center, Purple Line, Metropolitan Branch Trail, Bus Rapid Transit, longer VanGo hours or other long-promised alternatives to driving.
For years, the ground-floor shops at the Guardian Building in downtown Silver Spring have sat empty. To lure new tenants, the building's owner brought the space to life with fake storefronts.
The Arkin family has owned this six-story office building, located at Georgia Avenue and Cameron Street, for decades. But as owner Michael Arkin's health declined and he wasn't able to keep the building up, many of the retail tenants moved away, retired, or passed away. After a stroke a few years ago, his sons took over management of the building. "We had our work cut out for us," said son Devin Arkin, who grew up in Silver Spring but now lives in Chicago.
The sons renovated the building and commissioned an sculpture for the lobby of 1950s-era hardware they found in the basement. But they weren't sure what to do with its nearly 7,400 square feet of empty retail space until they read about towns in Northern Ireland who disguised their empty shops with murals depicting open, lively businesses.
Arkin's advertising firm Huckleberry Pie crafted scenes of busy stores, like a men's wear store and a bakery, and fitted them over the empty windows. Workers toil away behind the counter as ducks and chickens peer out from door frames. Discrete "For Lease" and "Build to Suit" signs appear between images of food and goods.
Cameron Street is a few blocks away from the shops and restaurants along Ellsworth Drive, and as a result there isn't a lot of foot traffic. The Guardian Building isn't alone in having an empty first floor. The Cameron, an apartment building across the street, lost one of its two ground floor tenants, an outpatient surgery center. And two blocks away at Cameron and Spring streets, there are ground floor spaces at United Therapeutics' new headquarters that have been vacant for nearly four years.
If all of the storefronts on Cameron Street were filled, it might actually become a compelling destination that could draw shoppers and diners from other parts of downtown Silver Spring. But since most of them are empty, nobody wants to be the first to take the risk. (Other than Jimmy John's sandwich shop in the first floor of the Cameron, which as a chain can draw customers on name recognition alone.)
Hopefully, the Guardian Building can buck the trend. Its fake storefronts may not convince anyone, but it does look better than it did before. Hopefully, they'll catch the eye of potential tenants soon. According to this marketing brochure, the space is still vacant.
As plans crystallize for a north-south streetcar in DC, four big questions will drive what the line ultimately looks like:
- How will the line snake through the center of the city?
- Will it reach Silver Spring?
- Will there be dedicated lanes, and if so, where?
- Is there any money to actually build anything?
How will the line snake through the center of the city?
DDOT's latest report focuses on four potential alternate routes, but project manager Jamie Henson says DDOT could still mix and match components of multiple alternates to create the final path.
North of Petworth, DDOT has settled on a Georgia Avenue streetcar alignment going at least as far north as Butternut Street.
The line could run south from Petworth down Sherman Avenue as far as Florida Avenue, or it could stay on Georgia. Georgia is wide enough for dedicated lanes and is lined with shops instead of houses, so it would probably attract more riders, but Sherman would offer a more stark contrast to the route 70 Metrobus.
South of Florida Avenue things get really interesting.
The route could stay on 7th Street through downtown DC, but that duplicates Metrorail's Green Line, and 7th Street isn't wide enough for dedicated lanes. Or it could travel on 14th Street, where population density is most concentrated and where it's a long walk to any Metro stations. But 14th Street is already booming; a streetcar might help more elsewhere.
11th Street and 9th Street are intriguing possibilities. Infill and commercial development have lagged there relative to 14th Street. Would a streetcar bring a 14th Street-like boom? Meanwhile, both 11th and 9th are wide enough for dedicated lanes.
9th Street is already home to one of DC's only existing bus lanes. Though the bus lane is lightly used and poorly enforced, that might make 9th a particularly easy place to add streetcar lanes.
To traverse the National Mall, the line could either turn onto F Street through downtown and then use 7th Street to go south, or it could turn onto Pennsylvania Avenue and then use 4th Street.
The F Street to 7th Street option seems to be a path of less resistance, could fit dedicated lanes, would be more central to the National Mall, and would directly serve The Wharf development at the Southwest waterfront. On the other hand, 4th Street would better serve the existing Southwest neighborhood.
Will it reach Silver Spring?
Silver Spring is a natural end point for this corridor. It's big, dense, and already one of the DC region's largest multimodal transit transfer points.
Around 4,000 DC-bound passengers board WMATA's route 70 Metrobus in Silver Spring every day, with still more boarding the parallel S-series routes. There's tremendous opportunity for the streetcar to reach more people and have a greater impact by ending in Silver Spring instead of DC.
But for that to happen, Maryland and Montgomery County have to step up with plans of their own. DDOT has neither authority to plan nor money to build outside the District's boundaries.
So for now, DDOT is keeping its options open. But eventually they'll need to make a decision. At this point, it's on Maryland to come to the table.
Will there be dedicated lanes, and if so, where?
Whether or not the streetcar will have dedicated lanes depends on two factors: Is there adequate width on the street, and is there enough political support to repurpose lanes from cars?
The first factor is easy. This chart shows potential street cross-sections, color-coded to match street segments along the route alternatives maps.
Streets color-coded as either purple or blue are wide enough to potentially fit dedicated lanes. Streets coded as green, yellow, or orange are not.
The political factor is harder. Depending on the location, providing dedicated streetcar lanes might mean eliminating or reducing on-street parking, pushing truck loading onto side streets, or any number of other trade-offs.
DDOT's ridership forecasts say shaving 5 minutes off streetcar travel time would boost ridership 11%. If true, that suggests thousands more people would ride a streetcar with dedicated lanes than without.
And of course, the inverse is true too: Without dedicated lanes, many riders who could be on the streetcar might instead opt to drive.
At public meetings last week, representatives from the Georgia Avenue business community voiced strong objections to dedicated lanes, fearing that loss of parking would hurt their stores. But if dedicated lanes add more streetcar riders to a block than they remove parking spaces, the reverse could very well be true.
Is there money to actually build anything?
Thanks to Chairman Mendelson and the DC Council cutting streetcar funding in the latest budget, the DC budget currently doesn't have any funding for this line.
The council could add more money in future budgets, or DDOT could seek alternate funding options like the federal New Starts program. But for now, this line is unfunded and there's not yet a clear plan to change that.
In the meantime, DDOT will continue to plan, with the next step being an environmental study. But all other details pale next to the overarching and unanswered question of how to fund whatever the studies recommend.
Cross-posted at BeyondDC.
All of the candidates running for Montgomery County's District 5 council seat say they want to bring jobs, shopping, and transit to an area that's long awaited them. But they seem to disagree on whether that investment should go where it's most needed, or where there's the least resistance.
Councilmember Valerie Ervin's resignation last fall left an open seat in Montgomery County's District 5, newly redrawn in 2010 to cover a narrow strip from Silver Spring to Burtonsville. Several candidates jumped in to succeed her.
Joining former journalist Evan Glass, who'd already announced before Ervin resigned, are state delegate Tom Hucker, Board of Education member Chris Barclay, community organizer Terrill North, and preacher Jeffrey Thames.
The majority-minority district struggles with poverty and disinvestment, and has some of the county's highest rates of transit use and lowest rates of car ownership. In ACT's questionnaire and in public forums, candidates said those issues are why the area needs
more transit and economic development.
Candidates want to build near transit, but some aren't sure about actual plans
Most candidates say they support building near transit, notably in downtown Silver Spring, home to the one of the region's largest transit hubs. Glass, who lived in downtown Silver Spring until 2012 and helped start the South Silver Spring Neighborhood Association, supports more development there as a way to preserve other areas and provide more affordable housing.
He's also called for reforms that could help local businesses and draw younger residents. Last month, he wrote an op-ed in the Washington Post with restaurant owner Jackie Greenbaum about the need to reform the county's liquor laws.
Other candidates have been reluctant to embrace specific projects that have faced resistance. At a Conservation Montgomery forum last month, Tom Hucker said the council should have never approved the Chelsea Heights development 5 blocks from the Metro station because it required cutting down old-growth trees.
Meanwhile, candidates have endorsed bringing more investment to Burtonsville's dying village center, 10 miles north. Residents generally support that idea, and State Delegate Eric Luedtke, who lives in Burtonsville, has called on District 5 candidates to start talking about it more.
Candidates have also touted the county's White Oak Science Gateway plan, which envisions a new research and technology hub surrounding the Food and Drug Administration headquarters alongside a town center containing shops and restaurants. The White Oak plan has considerable community support, but is tied up due to concerns about car traffic.
"If we don't build it in White Oak," said Hucker at a candidates forum in Briggs Chaney last week, "those jobs are going to go to Konterra [in Prince George's County], they're going to go to Howard County, they're going to go to DC."
Backtracking on transit
At the core of the White Oak plan are three planned Bus Rapid Transit corridors, on Randolph Road, New Hampshire Avenue, and Route 29, which the county will start studying in detail soon. All of the candidates say they support BRT, and Glass has been vocal about giving buses their own lanes, even if it means repurposing general traffic lanes. "Efficient and timely travel can only be achieved through dedicated lanes," he wrote in his questionnaire.
But others have offered reservations, especially in Four Corners, where a small group of neighbors have fought it for years. Hucker says he supports BRT "in certain places where it makes sense," and wants to focus in fixing Ride On first. "I don't support building BRT on the backs of our current Ride On or Metrobus," he said at a recent forum in Four Corners.
Terrill North wants BRT on New Hampshire Avenue and on Route 29 north of White Oak, but not on Route 29 in Four Corners, which would be the most direct route to Silver Spring. "I don't think we need to take away curbs or take away business from this community, take away business from this community, take away lanes, because I think that could make things worse," he said at the same forum.
Likewise, all five candidates have endorsed the Purple Line, which could break ground next year. Hucker has long supported the light-rail line between Montgomery and Prince George's counties, and represents the General Assembly on Purple Line Now!'s board.
Meanwhile, North and Chris Barclay have expressed reluctance about developing around future Purple Line stations, like in Long Branch, citing concerns about higher density and the potential impacts to affordable housing and small businesses.
Strong support for complete streets
With a state highway as its spine, District 5 can be a dangerous place for a pedestrian, with lots of busy road crossings and fast-moving traffic. All candidates have said they support making our streets safer for pedestrians, cyclists, and transit riders.
At the Four Corners forum and other events, Jeffrey Thames said he'd like to see more Barnes Dance intersections, like the one at 7th and H streets NW in the District, where pedestrians can cross in all directions. When asked if they'd support pedestrian- and bicyclist-friendly streets even if it slowed drivers down, Glass, Hucker, and North all said yes.
After years of watching the rest of Montgomery County draw jobs and investment, it seems like it might finally be East County's turn. Whoever represents the area next will get the chance to determine whether the area can give its residents, especially those of limited means, the investment they want, or if it continues to be a pass-through on the way to other destinations.
Full disclosure: Dan Reed is a member of One Montgomery, an organization that has endorsed Evan Glass, and has contributed to Glass's campaign.
People often think of Montgomery County as a place where you go to buy a big house with a yard, and in many areas that's still the case. But most households live in townhomes or apartments, and that share will only increase in the future.
There are nearly 376,000 homes in Montgomery County according to the 2008-2012 American Community Survey. Less than half, or 48.5% are single-family detached homes. One out of three homes are apartments or condominiums, while another 18.2% are "single-family attached" homes such as twins and townhouses.
But different kinds of homes are clustered in different parts of the county. Single-family homes predominate on the more affluent west side and inside the Beltway. Townhouses are more common in newer neighborhoods far outside the Beltway, while apartments cluster along the Red Line and in farther-out areas.
Single-family homes spread out around the county
Not surprisingly, single-family homes predominate on Montgomery County's rural fringe, and in suburban areas. In several neighborhoods, particularly west of Rock Creek Park and in the far northern part of the county, single-family homes are the only type of housing, such as Parkwood in Kensington, Rollingwood in Chevy Chase, and the Town of Chevy Chase itself. 99.5% of all homes in Bethesda's Bradley Manor, recently named the nation's second-wealthiest neighborhood, are detached houses.
Single-family homes are also very common in older neighborhoods inside the Beltway, which were built early in the 20th century when the county first began suburbanizing. Today, they sit in close-in, highly coveted locations, very close to Metro stations and major job centers. Meanwhile, farther-out areas have a much more diverse mix of housing.
Townhouses are far beyond the Beltway
If you're looking for a townhouse, you may have to look far beyond the Beltway. The county's largest concentrations of attached homes are in parts of Germantown and Montgomery Village, where townhouses comprise over 70% of all homes. Other areas include Westlake, next to Montgomery Mall in Bethesda; Dalewood Drive, across from Wheaton High School, and Westfarm in White Oak.
Why is this? The county's 1958 zoning code and subsequent 1964 General Plan established specific "urban" areas where townhomes and apartments would go. Meanwhile, older, close-in neighborhoods began fighting the construction of anything that weren't big, expensive single-family homes. So townhouses got built farther out, where land was cheap and the zoning allowed them.
Apartments hug the Red Line & sprawl outward
Multi-family homes in Montgomery County tend to fall into one of two camps. You'll find clusters of them around Red Line stations, especially in Silver Spring, Bethesda, and White Flint. These are usually high-rise and mid-rise buildings, and they're often more expensive. The rest are mainly cheaper garden apartments outside the Beltway in areas like Briggs Chaney, Aspen Hill, and parts of Gaithersburg.
Notably, areas with the highest concentrations of apartments also have a lot of young people, a high rate of transit use, and a low rate of car ownership. But those living in apartment clusters farther out don't have the same access to shops, jobs, and transit as those in areas like Bethesda or Silver Spring. Creating more town centers in other parts of the county, like at White Oak, will allow those residents to have more access to economic opportunities.
Multi-family homes are the county's future
Single-family homes are still the most common housing type in Montgomery County, and more will continue to be built. But they'll make up a decreasing share of the county's housing stock. Between rising housing costs, increasing traffic, and a diversifying population that's also getting older, there's a growing demand for different housing choices.
As of this April, there were 36,038 approved but unbuilt homes in the development pipeline, most of which will be built in town centers like Silver Spring or Bethesda or in Clarksburg, the county's one last greenfield area. Just 8,644, or 24% will be single-family detached homes or townhomes. And that doesn't include homes that are allowed under zoning but haven't been approved.
This is a big shift for Montgomery County. While the county has sought to concentrate growth near downtowns and transit lines since the 1960's, many residents and community leaders still think of it as an exclusively suburban place. But in the coming years, the definition between city and suburb will continue to blur.
Skeptics of Montgomery County's proposal to put bus lanes on major roads fear it could make traffic worse. But a road closure on Route 29 to repair recent storm damage might offer a glimpse of our possible future.
Two weeks ago, a torrential rainstorm flooded Route 29, also known as Columbia Pike, on a bridge where it crosses Northwest Branch in Silver Spring. This isn't the first time the bridge has flooded, and soon after, Maryland State Highway Administration closed the heavily damaged right lanes from Southwood Avenue to Lockwood Drive. Last Monday, it began making repairs, which will last until the end of May.
Montgomery County's Bus Rapid Transit plan envisions a line on Route 29 between Burtonsville and Silver Spring, which is already one of the region's busiest transit corridors, with 40 buses an hour during rush hour. Along most of the corridor, buses would have their own lanes, though we don't know if they would be on the curb or in the median, or if there would be a a reversible lane or lanes in both directions.
In any case, creating bus lanes would mean closing a lane to cars, which some residents in nearby Four Corners are vehemently opposed to. Thanks to last month's storm, we now get to see what closing a lane on Route 29 to general traffic might be like.
I've driven and taken the bus through the affected area a few times, including in evening rush hour. And there is some congestion, especially where drivers have to merge from three lanes to two. But the real test is what happens after people adjust to the new traffic pattern.
Studies have shown that taking away street space, often predicted to cause traffic mayhem, can actually reduce congestion as people find alternate ways to get there. Since the closure began, I've experimented with different routes. I've taken the bus at times of day when I would normally drive because there would be less traffic. Meanwhile, the sidewalks are still open, and I've noticed more people walking or biking to and from Trader Joe's across the bridge.
That may not seem like a big deal, but it only takes a 5% reduction in traffic to cause a 10 to 30% increase in traffic speed, meaning only a few people have to change their behavior in order for everyone to have a faster trip. It also explains why major highway closures around the country, like Carmageddon in Los Angeles, didn't cause the traffic they were anticipated to.
Of course, this isn't a perfect trial. The buses still have to share the remaining two lanes of traffic with everyone else. Unlike other, larger highway closures, there isn't a campaign directing drivers to other routes or beefed-up transit service. And unlike a road washout, a bus lane will give drivers another travel alternative to choose from instead of simply taking away street space.
But if Route 29 travelers can handle losing a lane for a few weeks, when the bridge is repaired, we might be able to do another trial with an actual bus lane.
Ask someone about driving in Bethesda or Silver Spring on a weekend night and he or she will give you a mouthful: "There's nowhere to park!" But as those communities have grown, their parking demands have actually gotten lower. On an average day, thousands of spaces there sit empty.
Montgomery's downtowns have lots of empty parking spaces. Image by the author using data from MCDOT.
This Friday, transportation planner Tom Brown and I will talk about parking and placemaking at Makeover Montgomery II, a conference about strategies for urbanizing suburban communities organized by the Montgomery County Planning Department and the University of Maryland. In 2011, Brown led a team at Nelson\Nygaard, where I now work, that recommended ways Montgomery County could better use its parking to promote and strengthen its downtowns.
Montgomery County has had its own municipal parking authority since the 1940s. A 1952 spread in the Washington Post's "Silver Spring Advertiser" section boasted, "Look at all the parking space!" in downtown. But downtown Silver Spring couldn't match the sea of free parking at new suburban malls like Wheaton Plaza, and it began to languish.
Many communities around the country faced the same story, especially older suburban communities that have more in common with revitalizing inner-city neighborhoods than in greenfield developments on the fringe. Yet these older suburban communities often have the power of place: unique, local shops and businesses, walkable streets, and vibrant public spaces. Today, people will eagerly deal with the hassle of parking to visit places like this and, increasingly, to live in them.
When Silver Spring started competing on place, not parking, it started to take off as an urban destination for the entire region. And a funny thing happened: as more homes and offices and shops were built around the Metro station, filling downtown's gaps and vacant lots, the demand for parking actually decreased.
According to the Montgomery County Department of Transportation, the demand for parking in Silver Spring actually peaked in the early 1980s, when it had fewer residents and jobs. Today, a majority of downtown residents get to work without a car. Over 40% of downtown's 9500 parking spaces are vacant all the time.
Realizing that its parking policies needed to reflect how people actually got around in its downtowns, county officials asked Nelson\Nygaard to offer suggestions. The resulting Montgomery County Parking Policy Study recommended reducing or eliminating parking requirements in urban areas, since there was already a glut of parking spaces, and finding ways to direct drivers to underused lots and garages.
Officials are starting to take the advice. Last year, the county passed a new zoning code that still mandates parking in new developments near transit stations, but requires far fewer spaces than it does for more suburban, car-dependent areas. That will conserve land and reduce building costs, as structured parking garages are very expensive to build lowering the barrier for potential residents and businesses who want to come here.
Meanwhile, the Department of Transportation has introduced demand-based pricing in Bethesda, setting higher rates for on-street parking spaces and lowering them in garages to encourage drivers to park there instead. This frees up on-street spaces for drivers staying for brief periods; reduces circling for a space, which causes congestion; and sends a message to drivers that they'll be able to find a space.
People will choose to live, work, and hang out in Montgomery County's downtowns not because it's easy to park there, but because they're great places to be. Some parking will be necessary, but these places will thrive if our community leaders focus on urban design and create complete streets that welcome everyone who already comes to Silver Spring or Bethesda by foot, bike, or transit.
Makeover Montgomery II runs from this Thursday through Saturday at the Silver Spring Civic Building in downtown Silver Spring. We'll be part of a panel discussion this Friday afternoon at 1:45 pm. For more information or to register, visit the conference website.
As new homes, offices, and shops sprout around the region's Metro stations, Forest Glen has remained a holdout due to neighborhood resistance to new construction. But that may change as WMATA seeks someone to build there.
Last month, the agency put out a call for development proposals at Forest Glen, in addition to West Hyattsville and Largo Town Center in Prince George's County and Braddock Road in Alexandria. WMATA owns 8 acres at Forest Glen, most of which is a parking lot, and developers have already expressed interest in building there.
Forest Glen should be a prime development site. While it's on the busy Red Line, it's one of Metro's least-
On one side of the Metro station is a townhouse development that's about 10 years old, while across the street are 7 new single-family homes. The land the parking lot sits on is valuable, and it's likely that WMATA will get proposals to build apartments there because the land is so valuable. But zoning only allows single-family homes there, the result of a 1996 plan from Montgomery County that recommends preserving the area's "single-family character," due to neighbor concerns about traffic.
As a result, whoever tries to build at Forest Glen will have to get a rezoning, which neighbors will certainly fight. It's true that there's a lot of traffic in Forest Glen: the Beltway is one block away, while the adjacent intersection of Georgia Avenue and Forest Glen Road is one of Montgomery County's busiest. While traffic is always likely to be bad in Forest Glen, though by taking advantage of the Metro station, there are ways to bring more people and amenities to the area without putting more cars on the road.
Make it easier to reach Metro without a car
Today, two-thirds of the drivers who park at Forest Glen come from less than two miles away, suggesting that people don't feel safe walking or biking in the area. There's a pedestrian bridge over the Beltway that connects to the Montgomery Hills shopping area, a half-mile away, but residents have also fought for a tunnel under Georgia Avenue so they won't have to cross the 6-lane state highway.
Montgomery County transportation officials have explored building a tunnel beneath Georgia, which is estimated to cost up to $17.9 million. But county planners note that a tunnel may not be worth it because there aren't a lot of people to use it.
And crossing Georgia Avenue is only a small part of the experience of walking in the larger neighborhood. Today, the sidewalks on Forest Glen Road and Georgia Avenue are narrow and right next to the road, which is both unpleasant and unsafe. WMATA has asked developers applying to build at Forest Glen to propose ways to improve pedestrian access as well, and they may want to start with wider sidewalks with a landscaping buffer to make walking much more attractive. Investing in bike lanes would also be a good idea.
Provide things to walk to
Another way to reduce car trips is by providing daily needs within a short walk or bike ride. The Montgomery Hills shopping district, with a grocery store, pharmacy, and other useful shops, is a half-mile away from the Metro. But it may also make sense to put some small-scale retail at the station itself, like a dry cleaner, coffeeshop or convenience store, which will mainly draw people from the Metro station and areas within walking or biking distance. Some people will drive, but not as many as there would be with larger stores.
Putting shops at the Metro might also encourage workers at Holy Cross to take transit instead of driving, since they'll be able to run errands on their way to and from work. Encouraging this crowd to take transit is important, since hospitals are busy all day and all week, meaning they generate a lot of demand for transit, making it practical to run more buses and trains, which is great for everyone else.
Provide less parking
Whatever gets built at the Metro will have to include parking, not only for commuters, but for residents as well. While Montgomery County's new zoning code requires fewer parking spaces, each apartment still has to have at least one parking space. Even small shops will have to have their own parking. The more parking there is, the more likely residents are to bring cars, which of course means more traffic.
Thus, the key is to give future residents and customers incentives to not drive. The new zoning code does allow developers to "unbundle" parking spaces from apartments and sell or rent them separately. Those who choose not to bring cars will then get to pay less for housing. The code also requires carsharing spaces in new apartment buildings, so residents will still have access to a car even if they don't have their own. If Montgomery County ever decides to expand Capital Bikeshare, the developer could pay for a station here.
And the developer could offer some sort of discount or incentive for Holy Cross employees to live there, allowing hospital workers to live a short walk from their jobs.
No matter the approach, there are a lot of ways to build in Forest Glen without creating additional traffic. A creative approach can do wonders for the area's profile and elevate the quality of life for residents there.
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