Posts about Takoma Park
Metro has been trying for over a decade to spur development around the Takoma station in DC, but in the past, opposing neighbors and their elected officials have created years of delay. The project is ready to move forward again, and hopefully the cycle won't repeat itself this time.
The parking lot at the Takoma station, where WMATA and EYA plan to move forward with plans to build townhouses. Image from Google Maps.
What's the problem?
Since before the turn of the millennium, Metro has planned to redevelop an underused parking lot next to the Takoma station, where parking usage is less than 50% most days. Housing developments on top of or adjacent to Metro stations is hardly controversial; it's a logical idea and part of Metro's development policy to promote them at or near Metro stations in order to make it easy for residents to get around.
In 2000, Metro selected EYA to develop the Takoma station's parking lot, and the first plan developed in 2006 called for the construction of 90 townhouses. Some local neighbors in Takoma, DC, as well as elected representatives of Takoma Park, MD, opposed the first plan, with groups like Historic Takoma saying the proposal was "too dense." They also argued that the two-car garages in each townhouse would bring too much traffic.
Some smart growth supporters didn't think townhouses were unreasonable for an area right by a Metro station, but many did feel such large garages were unnecessary. EYA's original plan got sidelined by a combination of opposition and the recession, but in 2013 the company drew up a new plan to build a medium-density apartment building between five and seven stories high (but scaling down to four stories at Eastern Avenue) instead, with about 200 units and with fewer parking spaces per unit.
Many neighbors again opposed EYA's plans, but this time, they had a much more effective online campaign, building and maintaining two separate opposition websites as well as both a Facebook page and Yahoo group. The neighbors also managed to garner support from elected officials this time around.
Complaints about EYA's proposal are varied, but the theme is evident: "it's too big and has too much parking."
The neighbors' petition cites their concerns over the size of EYA's proposed building, the loss of green space, and EYA's use of an above-ground parking garage with the building wrapping around it (rather than underground parking). ANC4B also raised concerns about traffic and said the size of the proposed building violates DC zoning rules for being higher than 50 feet.
Meanwhile, elected officials of Takoma Park also raised concerns about the size of the proposed building, the location of a loading dock for apartment residents, too much parking and that the plan steals public parking spots for the benefit of apartment residents.
Don't let perfect be the enemy of good
The latest development isn't perfect, but it's not terrible either. Looking first at the size, even if the neighbors are technically correct that the proposed building is greater than the underlying zoning, a four-story apartment building abutting Eastern Avenue and adjacent to a Metro station is hardly out of character for the neighborhood. DC law does allow projects (like this one) to go through a process called a Planned Unit Development, which can give a project some latitude, such as to increase density near a Metro station or for affordable housing. That seems like good policy.
The argument that this development will increase parking and traffic is wrong-headed. This development is adjacent to the Takoma station, where people will have to drive less, not more. It does shift a significant number of parking spaces from public to private use, but will retain the number of Metro parking spaces for riders and expands the number of bus bays serving Metro and Montgomery County's RideOn.
Former Takoma Park Councilmember Seth Grimes represented Takoma Parkers, who border the site and led the charge opposing EYA's proposal. He told me that Metro and EYA's motives are good with this project, as he fully supports development around the Takoma station, but he echoed what other neighbors have said: that EYA's plan is still too focused on parking and encourages car ownership and driving. However, the number of parking spaces has dropped from two per unit in the original plan to 0.7 per unit, and at the same time, the housing that would be available would increase from 90 to 200 homes.
Grimes opined that the size issues could be remedied by either building the parking below ground or by greatly reducing it. "EYA designed a building for 10 years ago as opposed to 10 years in the future," he remarked.
You can't always get what you want
The irony to all of this is that the neighborhood is struggling to attract businesses to its commercial street where the Takoma station is located. There is some good news in that Starbucks is opening a store in Takoma; even if it does upset some anti-corporate locals, many see it as a positive sign for the neighborhood's business climate. Heck, despite the announcement by Starbucks to open a store in Takoma, a new local coffee shop announced plans to open nearby too.
But if you walk around Takoma's main street (i.e. Carroll and 4th Streets, DC and Carroll Avenue, MD) you'll find plenty of empty space for lease, including the old Takoma theater, a grand property ripe for reuse. Given Takoma's reluctance to supporting chain businesses, such a result is not unforeseeable. Additionally, Takoma's historic districts may dissuade developers and businesses from wanting to build and invest here.
As an aside here, it's richly ironic that Takoma was founded by B.F. Gilbert, a "New York venture capitalist" who is beloved by many of the same neighbors that are leading the charge against EYA. Meanwhile, people in Takoma are clamoring for more shops, restaurants and services. Look here to see how excited the community was for the startup of a local food truck! Gilbert would have probably supported an even larger mixed-use development than what EYA has proposed.
Personally, I think Metro could do even more development at this site by rerouting the buses to the Silver Spring transit center and developing the entire parcel into a larger mixed-use space, but I doubt that the community would support the loss of neighborhood bus service or the loss of the greenspace, even if it is never used. Still, there is a housing crisis in DC and Takoma has a lot of
More development is coming to Takoma, so let's stop fighting already
With the recent opening of two new apartment buildings on Willow and Maple Streets, Takoma, like the rest of DC, is growing. Does this mean that we should start building skyscrapers adjacent to the Takoma station? Of course not, but Takoma residents cannot claim to be "progressive" and concerned about gentrification while simultaneously opposing new housing developments around a Metro station on the basis of zoning technicalities.
The effects of such diametrically opposed views results in pushing new development outside DC, which increases traffic and sprawl, and only isolates lower-income people from the jobs they need to make a living. While opposing activists may have slowed this development, with the support of other neighbors, the WMATA board approved it so it is now a question of when, not if. I spoke with Jack Lester from EYA and he confirmed that the project is still moving forward as EYA and WMATA work out some of the finer details.
But how do we thread the needle so that Takomans get more shops, restaurants and services while retaining the small-town feel (i.e. no significant traffic increase)? It's not rocket science and a lesson for all business districts: increased density = more people living in the area = more demand for more local shops and services = more supply of local shops and services.
What is most perplexing to me is that much of the opposition to this development appears to be coming from Takoma Park even though the development sits in Takoma, which, again, is in DC. Takoma Park is an extremely progressive community that has laws protecting trees and bans on styrofoam containers and is the only rent control municipality in Maryland.
How can a community that cares so much about the environment and those who are less fortunate be so opposed to increasing the amount of available housing (some of which will be reserved for people who are at or below the poverty line), increasing the number of people who live close to public transportation (which supports Metro's future) and are thereby unlikely to drive very much (which is better for the environment)?
In a Washington City Paper article about this whole ordeal, there was an interesting comment that may provide some insight. It reads:
There's an in increasingly common NIMBY strategy to pretend that what you're really fighting is evil developers. Complaining about the future residents can come off too classist or racist, but complain about the developers who enable those "others" to move in is supposedly going to convince us that the NIMBYs are pure hearted.
Developers wouldn't be interested if they couldn't find a buyer. They are merely agents for the future residents. There is no isolating your objections against "developers' greed" and your objections to the people that simply want a place to live near where you have found a place to live.
What do you think? Does this sounds like what is happening in Takoma or does the opposition raise some valid concerns?
Cross posted at Takoma Talk.
Montgomery County's rapidly-growing community college, Montgomery College, wants to expand its northern Takoma Park campus. A number of Takoma Park residents don't like the idea, and are pushing for the college to expand in nearby Silver Spring instead.
Montgomery College sits partially in Takoma Park (inside the red line) and partially in Silver Spring. Image from Google Maps.
With campuses in Takoma Park, Rockville and Germantown, Montgomery College serves more than 60,000 students a year, a number that's growing quickly. Its first campus was built in northern Takoma Park in 1950, and in 2004 it expanded by adding new buildings in Silver Spring.
The college's board of trustees recently approved a new Facilities Master Plan for 2013-2023. The Master Plan is full of proposals and ideas for the Takoma Park campus, such as a new math and science center building, a new health and fitness center, and a new library. According to the plan, Montgomery College's Takoma Park campus has more capacity constraints and "obsolete or dysfunctional existing structures" than Rockville and Germantown.
The plan notes that enrollment has increased 18% over the past five years and is projected to increase another 27% by 2023. All of those additional students will need space for classes and laboratories. In order to achieve greater square footage without acquiring any new land, the plan calls for taller, wider buildings to replace the current ones, which are mostly smaller, two-story structures built to blend into the residential character of northern Takoma Park.
All of that has the college wanting to expand the Takoma Park campus, to the tune of over 56,000 square feet.
|Renovation||New Construction||Demolition||New Growth|
|Takoma Park/Silver Spring||9,295||170,532||(113,983)||56,549
In the image below, the six buildings colored in yellow are those planned to be demolished and rebuilt, while the orange building is planned for renovation. It's worth noting that the college's daycare center (located on the right side and noted by the letters "DC") will be closed with no plans to reopen, meaning students with kids and some local parents will need to find a new childcare option.
Neighbors are opposed, but the college says it can address concerns
At a Takoma Park City Council meeting on January 20, 2016, Montgomery College Takoma Park campus provost and Montgomery College vice president Brad Stewart described the draft master plan to both residents and the council.
According to Historic Takoma, a non-profit organization founded to preserve the heritage of Takoma Park and the Takoma neighborhood of DC, the college agreed in writing in 2002 to consult with neighbors and the City Council on any proposed plans that could impact the neighborhood. While Mr. Stewart claims that two neighborhood discussions about the plan occurred (one in Takoma Park and one in Rockville), neighbors of the college claim that nobody told them.
Members of the City Council sided with the college's neighbors and chided Mr. Stewart about what they said was a lack of coordination on the college's part. Neighbors also complained that the larger, wider buildings contemplated in the master plan would be more appropriately located on the western side of its campus, which borders an urban, commercially zoned area on Georgia Avenue in Silver Spring.
Mr. Stewart tried his best to allay concerns, noting that that Master Plan is not the final document with regard to actual design and construction. He assured the City Council that additional outreach will be done the school hires architects and starts considering building designs.
Regarding the building heights, Mr. Stewart responded that the college's architects heard neighborhood concerns and created setbacks on the top floors of buildings facing neighboring homes.
You can watch residents raise their concerns at the City Council meeting here, beginning around 13:20, with Mr. Stewart's presentation to the City Council starting around 2:02:00.
Residents and the college have clashed before
As noted above, during the January 20th City Council meeting a few local residents alleged that the college failed to conduct adequate consultation with the local community. But deeply embedded in the Master Plan is a section discussing the college's relations with its Takoma Park neighbors that brings into question whether opposing residents' demands about community involvement are reasonable.
Here's the critical part:
New development proposals on the Takoma Park side of Campus are nonetheless still opposed by a vocal minority of neighbors, who insist that the College shift all development to the Silver Spring side of Campus, or acquire new properties along Fenton Street and locate College programs there.Jokingly referred to as "The People's Republic of Takoma Park," the neighborhood has a rich history as a community that is unafraid to challenge moneyed and other powerful interests. A recent blog post by Granola Park explains that in the 1970s the college sought to condemn and demolish 22 adjacent Takoma Park homes for new school buildings, but neighbors fought and won against the college.
Silver Spring development could be in Montgomery College's future
Interestingly, and perhaps as a result of repeated neighborhood opposition, the Master Plan does gesture towards future development on the Silver Spring side of the campus. The following map shows possible expansion sites:
Three of the four lots above are rather sterile space. The two on the east side of the railroad tracks are a combination of storage buildings, auto body shops and local rental car companies. One lot on the west side of the railroad tracks is a parking lot owned by the college's foundation and the remaining one abuts Jesup Blair Park where the college built a walkway to cross the railroad tracks and connect the campus.
Future expansion into Silver Spring would activate this space and make it more pedestrian oriented, which is great since the college is only six blocks from the Silver Spring Metro station and abuts the planned Met Branch Trail. But all of this would require the college to acquire these lots and then redevelop them, which is more costly and would take longer than to simply redevelop the buildings they currently own.
Crossposted at Takoma Talk.
Construction is progressing rapidly at Maryland's Takoma Langley transit center. Take a look:
The transit center will feature bus bays and rider amenities, covered under a great curving roof that's sure to become a local landmark.
Fow now, the bright white frame looks more like something out of a sci-fi movie than a bus station.
Here's what it will all look like once construction is done:
Langley Park needs this
Langley Park, at the corner of University Boulevard and New Hampshire Avenue, is the busiest bus transfer location in the Washington region that isn't connected to a Metro station.
Eleven bus routes stop on the side of the street at the busy crossroads, serving 12,000 daily bus riders. That's nearly as many bus riders per day as there are Metrorail riders at Silver Spring Metro, and it's about double the number of Metrorail riders at Takoma station.
Corralling all those bus stops into a single transit center will make transfers vastly easier, faster, and safer for bus riders.
Heavy construction began at the transit center last year, and is scheduled to be complete around December 2015.
If the Purple Line light rail is built, Takoma Langley will become one of its stations, boosting ridership even more. The light rail transitway and station would have to be added later, and would fit snuggly in the median of University Boulevard.
Cross-posted at BeyondDC.
For some neighborhoods, the Purple Line is more than a transit line. Without the Purple Line, revitalization might not happen in Long Branch, on the border of Silver Spring and Takoma Park.
Long Branch has long been an immigrant hub. Tens of thousands of people from Central America, West Africa, the Caribbean and elsewhere have moved to the area in recent years, attracted by low-cost housing and economic opportunity. Nearby Langley Park is widely known as Maryland's International Corridor.
But the neighborhood is also isolated from opportunities in the larger DC area. While it's a mile away from the revitalized downtown Silver Spring, Long Branch continues to struggle with crime, disinvestment, and a lack of economic opportunities.
Laying the groundwork for a new Long Branch
Attempts to give Long Branch new life have come in fits and starts. In 2002, the Long Branch Task Force began planning for how to bring down street crime and code violations in rental housing, both of which had become rampant. Two housing organizations with close ties to county government renovated hundreds of units nearby, preserving affordability for qualifying residents and providing resident services such as after-school programs.
But there's been little momentum in Long Branch's commercial core, centered on what planners refer to as Long Branch's "superblock," centered on Flower Avenue and Piney Branch Road. While Flower Avenue is a lively, walkable street that already attracts people, Piney Branch is a commercial strip designed for heavy car traffic, with oversized lanes and retail parking lots that doesn't match Flower Avenue's forward thinking.
Commercial landowners who have failed to invest in their properties over the years would see increasing land values with two Purple Line stations, at Piney Branch and Arliss Street and at Piney Branch and University Boulevard. With Purple Line trains passing down the center of Piney Branch Road, they'll finally have an incentive to remake the area as a more walkable urban place.
To attract and shape redevelopment, Montgomery County passed the Long Branch Sector Plan last year. A theme of the county's planning approach is a "road diet," redesigning Piney Branch Road with a median and wider sidewalks to create a safer pedestrian environment. As a light rail line that runs in the street, the Purple Line can build on existing neighborhood connectivity and not create new impediments.
The plan also creates a "commercial revitalization overlay zone" for most of the town center. This is one of the new overlay zones in a revised 2014 zoning code designed to encourage higher-density, mixed-use development in many locations around the county where high volume transit exists or is planned.
Meanwhile, the City of Takoma Park is leading the Flower Avenue Green Street project, which will make this walkable street even better with traffic calming features, improved sidewalks and advanced stormwater management.
Long Branch needs the Purple Line to stay on the right track
The Purple Line's two stations in Long Branch will solidify the groundwork that the county has laid there. Long Branch is already a transit-dependent community; ridership on the area's eight existing bus routes is significantly higher among Long Branch residents than elsewhere, and household car ownership is sharply lower than other suburban areas.
The Purple Line would put important job centers like Silver Spring, College Park, and Bethesda a short train ride away, instead of a long and inconvenient bus trip as it is today. It will also makes Long Branch more attractive to investors, meaning residents will get the amenities they need and that Long Branch will become a more pedestrian-friendly urban district, which is what the county wants.
The effect the Purple Line will have on Long Branch is also important at the state level, as Maryland has started to recognize that transit that links inner-Beltway communities is a must if we are to avoid suburban sprawl.
However, new Governor Larry Hogan could stop this project altogether, and his intentions aren't clear yet. Much is at stake for Long Branch and other neighborhoods along the International Corridor as they wait to see if the new governor takes the logical next step to overcome blight and unlock economic opportunities for residents.
In our region, in 2014, shouldn't building housing on top of Metro stations be an uncontroversial idea? To many people and elected officials in Takoma Park, that's only tolerable as long as you add a very small number of residents and don't build anything larger than surrounding buildings.
This attitude ensures that housing costs stay high and many communities remain off-limits to many people who would like to live there. Montgomery Council candidate Tom Hucker, gubernatorial candidate Heather Mizeur, congressman Chris Van Hollen, councilmember Marc Elrich, state senator Jamie Raskin, and delegate Sheila Hixson all reinforced much or all of this exclusionary attitude last week.
They were writing about the planned 200-unit apartment building atop the Takoma Metro station. It will cover what's now the Kiss and Ride parking lot and a patch of trees. The site is inside the District of Columbia, but is across the street from some houses in Maryland. The WMATA Board held a hearing last week on the proposal.
A group of people, led by Takoma Park councilmember Seth Grimes, have been fighting against the project. They want the project to preserve some open space, be shorter, have fewer residents, and include fewer parking spaces. And they say that the developer, EYA, has not listened to them enough in the process.
Image from EYA.
Plan has a lot of good, some room to improve
The current proposal isn't perfect. It probably does have more parking than is necessary. Some elements of the current design aren't as attractive as they should be.
On the other hand, it's not an unreasonable size for the area and for the fact that it's atop a Metro station. In fact, EYA has already shrunk it down from the first iterations of this apartment building plan, which had 225 units. WMATA and DC worked out a deal to keep the other half of the site as a park.
This building will be more compact than a 2006 proposal to construct townhouses. Neighbors also fought against that plan, and successfully delayed it into oblivion.
The plan may get even better in the future. WMATA wouldn't be approving the final design for construction. Rather, this project is what's called a Planned Unit Development, where the DC Zoning Commission has extensive input into its design. That part of the process hasn't even begun, and so there will be a lot of opportunities for people to ask for changes.
Maryland residents will be able to testify at Zoning Commission hearings on the project, and especially with two federal representatives on the Zoning Commission, there's every reason to believe that board will listen to any reasonable arguments they make.
However, Raskin, Hucker, Hixson, and Mizeur, who are the sitting state legislative delegation for the area, argue in their letter that Maryland "has limited formal involvement" in the PUD process. They therefore ask the WMATA board to delay approval until there can be yet another process, where a neighborhood working group with members from DC and Maryland get to push for more changes (surely including reducing the amount of housing even further).
"More dialogue" is a smokescreen
That letter also states that neighbors haven't been involved enough. So does at-large councilmember Marc Elrich's letter. Perhaps the developers have listened as much as they could; perhaps not. In countless development disputes, however, opponents say that they are just looking for "dialogue" and haven't been listened to, when in fact they are demanding a substantially smaller project with less housing, and that is not a realistic request.
Years of delays and battles killed the 2006 townhouse effort. Maybe if opponents can just delay this project enough, nothing will get built, or only a very small amount of housing will end up going at this site. That would be an enormous loss to the region. There are limited developable parcels around Metro stations, and those are best places for new housing and jobs. This building may be larger than many around it, but it's not really that big.
Hans Riemer, another at-large member of the Montgomery County Council, confined his letter to making specific recommendations to improve the project. That's a good approach and the developer should heed his suggestions. Opponents, unfortunately, have responded to his more constructive approach by campaigning against him in tomorrow's primary.
When other elected officials like Hucker (who hopes to win a primary contest tomorrow to represent the district on the council), Raskin, Elrich, Van Hollen, and the others ask in letters for delay and more consultation, they aren't standing up for good civic process. They are just strengthening obstruction.
Building apartments at the Takoma Metro means more customers to support Takoma's thriving local businesses, fewer people who need to drive everywhere, and the ability to meet the demand for housing, resulting in lower or at least more stable housing costs. That's the truly progressive thing to do, not trying to keep new people out in favor of those who came here first.
For more than 10 years, we've discussed what kind of development at the Takoma Metro station would make this station a lively, safer place. A new plan for a residential building does just that, while offering a compromise to neighbors concerned about open space and parking.
Since 2000, WMATA has attempted to develop the area around the Takoma station. Last year, developer EYA proposed building about 200 apartments on a surface parking lot. The building would have 3 stories on Eastern Avenue and step up to 4 toward the train tracks. It would replace most of the parking, only about half of which is used at one time.
The plan keeps the existing 2.5 acre green space open, and offers some enhancements to make it more usable. The proposed building and residents overlooking the site will help foster a safer, more pedestrian-friendly environment by orienting the building to the bus drive, with entrances and windows facing the lane. Previous plans for live-work units or retail space have been dropped because of the weak market for retail at the site.
A 2006 plan that later stalled out offered about 90 townhouses and a one acre village green, but no replacement for the Metro parking, which is only for short term use. While the attractive townhouse and inviting village green were worth pursuing, I always thought this site would be better for an apartment building.
Image from EYA.
Then and now, some neighbors in both Takoma and the adjacent city of Takoma Park, which sits across Eastern Avenue, have opposed the project. In 2006, both supporters and opponents gave the developer grief about building homes with 2-car garages at a Metro station. But many critics also said that WMATA should replace all of the existing parking, in addition to preserving the whole 2.5 acre open space in front of the station and adding more bus bays.
The new plan responds to nearly all of the major criticisms, while at the same time more than doubling the amount of housing originally proposed. Now, opponents mostly object to the potential building's height, even though it is on a block with other 3-story apartment buildings, all of which face single-family houses.
The proposal's modest scale is in sync with the downtown district's eclectic variety of buildings. EYA has already agreed to make the building shorter and reduce the number of units from 266.
At a March 13 WMATA committee meeting about the project, the board members incorporated amendments that the city of Takoma Park requested into its resolution to move the project forward. This Thursday, the WMATA Board will vote on an agreement with EYA to pursue the project, and to hold an official public hearing.
If WMATA approves the project, it will go to the DC Zoning Commission, which will have an opportunity to refine the design in its review process. Neighbors will have ample opportunity to raise their concerns about any aspect of the proposal then.
Like with any proposal, there is room for more improvement. The proposal offers much less parking for residents than before, which makes sense for a site next to a Metro station. But it could be lower still, since this is the transit agency's land and the point is to build housing for more transit customers.
The new proposal offers residential parking at about 0.7 spaces per unit, down from 1.5 to 2 spaces per unit in the townhouse proposal. It would be sensible for WMATA to require that developers on their property to build less parking and offer their residents incentives to ride transit and use carsharing. That makes it easier to market the building to transit-oriented households who rely much less on personal cars.
The other important way the WMATA Board could improve this project is to honor the DC Council's 2002 request that 20% of any housing at this site be set aside for households making 30%, 60%, and 80% of the area median income. This is still the right commitment for a property that the public transit agency and District of Columbia control, and our need for more affordable housing has only grown in the intervening years.
It's been a long time coming, but this proposal for the Takoma Metro station will make downtown Takoma a better place for everyone. It will help a greater number of people use transit, have daily access to local shopping, and live with a lower carbon footprint. This is exactly where our region should be growing, and where we can accommodate more people who seek a transit-oriented lifestyle.
If you agree, ask the WMATA Board to move ahead with this project. Click here to let them know.
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.
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.
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.
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.
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
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.
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.
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