Posts about White Oak
After nearly a decade of debate, Montgomery County wants to build a bus rapid transit line in four years, for 20% of the originally estimated cost. While it'll be a better bus service, it may not be so rapid.
Last month, the county announced its plan to build a 14-mile BRT line along Route 29 (also known as Colesville Road and Columbia Pike) from the Silver Spring Transit Center to Burtonsville. It's part of a larger, 80-mile system that's been studied since 2008 and was officially approved in 2013. County Executive Ike Leggett wants to have this line up and running by the end of 2019, an ambitious timeline. The county also says they can do it for $67.2 million, compared to the $350 million county planners previously predicted.
How? Most bus rapid transit systems, like the new Metroway in Northern Virginia, have a separate roadway for buses that gets them out of traffic and provides a shorter, more reliable travel time.
On Route 29, the county envisions running buses on the shoulder between Burtonsville and Tech Road, where it's basically a highway. Further south, as Route 29 becomes more of a main street, the county would turn existing travel lanes into HOV-2 lanes for buses and carpools. For about three miles closer to downtown Silver Spring, buses would run in mixed traffic. This setup allows the county to build the line without widening the road anywhere, which saves on land and construction costs.
The line would have other features that can reduce travel time and improve the current bus riding experience. Each of the 17 stations would feel more like a train station, with covered waiting areas, real-time travel info, and fare machines so riders can pay before getting on. At some stoplights, buses would get the green light before other vehicles. Buses would come every six minutes during rush hour, and every 10 minutes the rest of the time.
County officials estimate that 17,000 people will use the service each day by 2020 and 23,000 people will ride it each day in 2040. The line, which would be part of the county's Ride On bus system, would replace express Metrobus routes along Route 29, though existing local bus routes would remain.
Montgomery County would cover half the cost of building the line, while the other half would come from the US Department of Transportation's TIGER grant program for small-scale transportation projects. In addition, the grant would include money for sidewalks, bike lanes, covered bike parking at stations, and 10 bikesharing stations along the corridor. The county will find out if it's won the grant money this fall.
The project could give Montgomery County somewhat better transit now
This plan could bring better bus service to East County, which has been waiting for rapid transit since it was first proposed in 1981. The Metrobus Z-line along Route 29 is one of the region's busiest, with over 11,000 boardings each day, but riders face delays and long waits.
East County lacks the investment that more affluent parts of the county enjoy, and so residents must travel long distances for jobs, shopping, or other amenities. Residents suffer from poor access to economic opportunities: according to the county's grant application, 30% of the area's 47,000 households are "very low income." County officials hope that better transit could support big plans to redevelop White Oak and Burtonsville.
While not having dedicated transit lanes makes this project easy to build, it also makes it hard to provide a fast, reliable transit trip. Enforcing the HOV lanes will be hard, especially south of New Hampshire Avenue where the blocks are short and drivers are constantly turning onto Route 29 from side streets. And without dedicated lanes in congested Four Corners, buses will simply get stuck in traffic with everyone else, discouraging people from riding them.
The route also includes two spurs along Lockwood Drive and Briggs Chaney Road, each of which serves large concentrations of apartments where many transit riders live, but would force buses on huge, time-consuming detours. One possibility is that some buses could go straight up Route 29 while others take the scenic route. But that's basically how the existing bus service on the corridor already works.
This could make the case for rapid transit
This might be a temporary solution. The county and state of Maryland will continue planning a "real" bus rapid transit line that might have its own transitway, but that could take several years.
In the meantime, the county needs to build support for better transit. BRT has broad support across the county, but many residents are still skeptical. Supporters and opponents alike have been confused and frustrated by the lack of information on the county's progress in recent months.
By getting something on the ground now, Montgomery County can show everyone how BRT really works sooner, rather than later. Despite the shorter timeframe, it's important to make sure this service actually improves transit, and that residents actually know what's going on.
Maryland highway planners say four new interchanges on Route 29 in eastern Montgomery County will cut congestion, improve pedestrian and bicycle safety, and make it easier to build bus rapid transit. But the designs they've proposed would actually make all three of those things worse.
One of four proposed interchanges along Route 29 in Montgomery County, with north on the right side. Image from the Maryland State Highway Administration.
For decades, Maryland highway planners have been trying to turn Route 29 between New Hampshire Avenue in Montgomery County and I-70 in Howard County into a freeway. They recently unveiled new designs for a $128 million interchange at Route 29 and Fairland and Musgrove roads, just south of the Intercounty Connector. Today, both roads intersect Route 29, also known as Columbia Pike, at separate stoplights.
Under the state's proposal, Musgrove Road would become a dead end street on the west side of Route 29, while on-ramps and off-ramps would connect the east side of 29 to its northbound lanes. Fairland Road would go from four lanes to six and only have access to 29 going south.
If the project gets funding, construction could get underway in 2018.
Maryland has already built interchanges along Route 29 in Howard County and in Montgomery County at Cherry Hill Road, Briggs Chaney Road, and Route 198. In 2002, plans to build four more interchanges at Fairland and Musgrove roads, Stewart Lane, Tech Road, and Greencastle Road were put on hold and the focus shifted to the Intercounty Connector. In 2013, then-Governor Martin O'Malley revived the projects.
Better for pedestrians, bicyclists, and transit?
Proponents of the Route 29 plan tout its benefits for people walking and riding bikes. They note that the plan includes a shared-use path along 29, new bike lanes on Fairland Road, and filled in sidewalk gaps on Musgrove Road.
Meanwhile, acting Montgomery County DOT head Al Roshdieh says building the interchanges planned for the 29 corridor are necessary for the bus rapid transit line the county wants to put in there.
But accommodating people on foot, bikes, and transit shouldn't be an excuse to build more highway interchanges that simply dump more cars on Maryland's roads. In fact, dumping more cars on the roads will only make traffic worse in the long term.
More roads mean more car traffic
The amount of driving on all of Montgomery County's state highways has remained steady for over 10 years even as the population has grown by 100,000 people. But even though Route 29 is one of those highways, its traffic has increased 10% since 2006.
Part of that is because of new development further north in Howard County, whose residents drive on 29 to jobs in Montgomery and DC. But it's also because of the three other interchanges that Route 29 gained over the last decade.
Research shows that building more roads in an effort to cut congestion is actually counterproductive. The roads eventually just fill with more cars as drivers use the new road space to drive more or longer distances than they used to.
Meanwhile, the interchange will create more congestion by taking away local connections. Today, drivers on Musgrove and Fairland can directly turn onto Route 29 to go either north or south. But with an interchange, everyone will have to go to Musgrove to go north on Route 29, or go to Fairland to head south, putting more traffic on both roads. Making Musgrove a dead-end on the west side of 29 also pushes more east-west trips onto Fairland or Cherry Hill Road.
Another interchange will simply make it easier to speed down Route 29 from points north. But there isn't any room to widen Route 29 or build more interchanges further south, meaning drivers will end up at the same existing bottlenecks in Four Corners, downtown Silver Spring, and in the District. Speeding people through the area also undermines Montgomery County's efforts to create town centers in White Oak and Burtonsville.
What should we do instead?
The bottom line is that if you want to reduce congestion on Route 29, you've got to get people out of their cars and on to something else. The current plan doesn't do that. So what's the alternative?
In Montgomery County's annual transportation priorities letter to state officials, county councilmembers ranked a bus rapid transit line on Route 29 as a higher priority than the interchanges on Route 29. This is a reversal from previous years.
County planners estimate that a BRT line on 29 between Silver Spring and Burtonsville would cost just $351 million, compared to $472 million for the four new interchanges proposed on Route 29.
Not only is transit cheaper than turning Route 29 into a highway, it is easier to build and ultimately more effective. We can fit bus lanes in the median of Route 29 north of New Hampshire Avenue without building any more interchanges or widening cross streets.
Transit gives drivers an alternative, meaning that car traffic along the corridor may grow much more slowly than it would otherwise. It allows both existing downtowns like Silver Spring and future town centers like White Oak to grow without putting as much pressure on already congested areas.
We don't need interchanges to make it safer for pedestrians or bicyclists either. Filling in sidewalk and bike lane gaps, creating more crosswalks at stoplights, and reducing the speed limit along Route 29 can improve safety without spending nearly as much money.
Route 29 doesn't need to become a freeway
Maryland completed its environmental study for Route 29 in 1995. Since then, the communities along Route 29, and Montgomery County as a whole, have changed.
County residents and companies alike want transit and walkable neighborhoods. Route 29 is now one of the region's busiest bus corridors. Meanwhile, East County neighborhoods are grappling with disinvestment as growth moves out to Howard County.
Turning Route 29 into a freeway might have made sense 20 years ago, but now it's time to reconsider. There are better, cheaper, less disruptive ways to get people where they're going.
Columbia Pike between Silver Spring and Burtonsville is one of the region's busiest bus corridors, but is prone to delays and crowding. Metro is studying improvements that could make the service faster and more reliable, making it a trial of sorts as Montgomery County considers Bus Rapid Transit for that corridor.
The Z Metrobus lines, made up of the Z2, Z6, Z8, Z9, Z11, Z13, and Z29, travel between Silver Spring, Burtonsville, and Laurel along Columbia Pike and Colesville Road, also known as Route 29. It is the second-busiest line in Maryland, though 85% of the ridership is in a short segment between the Silver Spring Metro and White Oak.
Metro planners and their consultants presented potential solutions at two public meetings this month, including, additional evening and weekend service and a new, limited-stop MetroExtra route along Route 29. They plan to release their recommendations this November.
Limited-stop service a stepping stone to BRT
Common issues with the Z line include bus bunching and crowded buses, especially outside of rush hour when buses are less frequent. Riders say that some stops are unsafe because of traffic or poor lighting, and that entire neighborhoods are left without service on the weekends, when the Z6 route (which carries over a third of the line's riders) does not run.
As with Metro's other bus corridor studies, planners are considering introducing MetroExtra service along Route 29, with ten stops roughly every mile from the Silver Spring Metro to Castle Boulevard, an area known for growing poverty and long commutes.
Buses would run every 15 minutes in both directions during rush hour. To free up resources for the new route, Metro would consolidate two existing express lines, the Z9 and Z11. Initially, the route would only run as far as Stewart Lane in White Oak, with an extension to come later as funding permits.
Enhanced limited-stop service will be a welcome change for residents who currently face a 40-plus minute trip just to reach the Metro station. But it could also provide an interesting test of how a Bus Rapid Transit line on Route 29 might work. It's one of 10 corridors in the county's plan, and is slated to be one of the first to get built, along with Route 355. The county's plans include dedicated lanes along the corridor, which would speed up buses by getting them out of traffic.
County officials have long promised that BRT service will add to and not take away from existing Metrobus and Ride On service. Interestingly, proposed MetroExtra service does not include stops in Montgomery's BRT plan at Franklin Avenue and Fairland Road, but adds others in White Oak and Briggs Chaney, where ridership is higher.
More frequent service, new lines
The project team also addressed crowding on the Z6 and Z8 routes, which are local services. The proposed remedies included adding short trips on both lines between Silver Spring and White Oak, and restoring weekend service on the Z6 line.
One of the proposals involved running the Z6 once per hour on weekends, which violates Montgomery County's requirement that a bus must run every 30 minutes, or not at all. Others had it and the Z8 running more frequently, which would be more expensive.
Metro planners are also exploring a new route, the Z10, to connect the Briggs Chaney park and ride with Laurel, addressing rider concerns that they had a hard time getting to shopping areas in Laurel.
Another idea was that the Z2 bus, which runs between Olney and Silver Spring via New Hampshire Avenue, run additional mid-day trips from Olney to White Oak, where riders could switch to other buses. Ridership has dwindled on this line, which carries an average of less than 10 riders per trip north of White Oak.
Minor recommendations included updates to bus stops such as more shelters and signs, schedule adjustments, and placing supervisors at various places along the route to reduce bus bunching.
Can these proposals get funding?
Bus Rapid Transit is a significant part of the White Oak Science Gateway plan, which envisions a town center around the Food and Drug Administration campus there. The plan requires the county to find a funding source for BRT lines on Route 29 and New Hampshire Avenue before most of the development can go forward.
But it's unclear where funding for BRT, or even a MetroExtra line, would come from. While WMATA recommended MetroExtra service on the Q and Y lines in Montgomery County, the Maryland legislature has already denied requests to fund them.
Will both of these services be implemented at roughly the same time? Will either one be implemented at all, or will one service try to be all things for all people and fulfill the aims of BRT and the local enhancements Metro is considering? It all depends on how they're funded. The Route 29 corridor is one that Montgomery County is focusing on for economic growth, but it may also be a bellwether for what our transit future will look like in the decades to come.
The DC area has long faced an east-west divide, with more of the wealth going to the west side. Increasingly, investment is also heading to urban areas over suburban ones. For struggling suburban areas on the east side, the only answer is to take on more urban features.
One of those places is White Oak in eastern Montgomery County, where the County Council will vote tomorrow on a plan to create a new town center. Local residents are eager to have more jobs and amenities close to home, but civic and environmental groups want to limit the amount of density in White Oak because it's several miles from a Metro station and roads are already congested.
But the kind of compact, dense development proposed for White Oak could allow residents to access jobs, shops, or other amenities by walking, biking, or simply driving a shorter distance than they would otherwise. It would generate less traffic than the alternative: more of the sprawling, car-oriented development that's currently allowed in White Oak, plus additional sprawl farther out.
Residents say it's East County's turn
East County has experienced little of the prosperity that more affluent parts of Montgomery County take for granted. One reason is the county's traffic tests, which prohibit development when roads reach a certain level of congestion until more roads are built. This standard led to a 20-year development moratorium in East County that ended in 2004.
Development simply moved to the western, more affluent side of Montgomery County or farther out to Howard County while East County roads remained congested. Today, White Oak consists largely of aging strip malls, office parks, and industrial brownfields surrounding the Food and Drug Administration's new headquarters near New Hampshire Avenue and Route 29, which will eventually hold 9,000 workers.
The White Oak Science Gateway plan, which councilmembers will vote on tomorrow, would allow them to transform into urban, mixed-use neighborhoods with up to 8,500 new homes and 40,000 new jobs. Much of this development would occur at LifeSci Village, a concrete recycling plant that the county and developer Percontee want to turn into a research and technology center.
Local residents say it's their turn, speaking out in favor of the plan at two public hearings. At a public forum last fall, community members called the White Oak plan their highest priority for economic development.
Traffic tests won't solve traffic
But the Science Gateway plan would still fail the traffic tests. County Executive Ike Leggett and some councilmembers have recommended excluding Route 29 from traffic counts, arguing that it's a regional highway that would be congested no matter what.
As a result, some civic associations and environmental groups around the county have criticized the plan, arguing that urban development shouldn't be allowed away from a Metro station. They say Montgomery County should follow its own rules and stick to the traffic tests.
But the traffic tests can't really fix congestion if their required solution is always to build more roads, which is proven to cause more traffic. And East County residents know that they haven't solved congestion, since they have to travel longer distances for work, shopping, or other things they can't find closer to home.
That's not to say that White Oak doesn't need better transportation. Councilmember George Leventhal has asked Leggett to put together a financing plan for Bus Rapid Transit within two years, so the county can figure out how to fund and build it as development moves forward.
East County's future depends on having a town center
More development doesn't have to mean more driving. Montgomery County added 100,000 residents over the past decade, but the rate of driving actually stayed the same. That's because as the county grows around Metro stations, more people can get around without a car. But even in town centers away from Metro, like what's proposed at White Oak, people would have more transportation options than they do otherwise, whether that means walking, biking, taking the bus, or even driving a shorter distance.
It's possible to create urban places away from Metro stations, like Shirlington in Arlington County.
We know that people increasingly want to live in compact, walkable neighborhoods. We've seen businesses gravitate to more urban locations in the region, like Choice Hotels, which moved from an office park near White Oak to Rockville Town Center.
For decades, there's been a growing divide between the east and west sides of Montgomery County. East County increasingly lags the rest of the county when it comes to new town centers like White Flint, Crown in Gaithersburg, and even Germantown. If we're going to close the east-west gap in Montgomery County, White Oak can't stay a land of office parks forever.
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.
In the coming years, eastern Montgomery County could see some big changes, from faster, more reliable bus service to a new research and technology hub. Last night, candidates for County Council talked about these issues with some very skeptical Four Corners residents.
The Four Corners area, part of Council District 5, is slated for Bus Rapid Transit lines on Route 29 and University Boulevard. The White Oak Science Gateway plan would add research and technology office space along with with homes and shopping.
I live-tweeted the forum, along with Joe Fox and Jessie Slater. Here's a Storify. Update: If you don't see the content in the box below from the home page or another list of articles, try going to the individual post page.
One thing was clear at last night's public hearing on plans to create a transit-oriented town center and biotech hub in White Oak: almost everyone wants more jobs and amenities in White Oak, even those who aren't comfortable with new development in their backyards.
This month, the Montgomery County Council took up the White Oak Science Gateway plan, which seeks to draw companies who want to be near the Food and Drug Administration's campus near Route 29 and New Hampshire Avenue. It proposes over 8,500 new homes and 40,000 new jobs in several urban neighborhoods, which would sit on three of the county's proposed Bus Rapid Transit lines.
Support for the plan was high, with 20 of 34 speakers in favor. As in a previous hearing at the Planning Board in May, residents were eager for new investment after decades of waiting. Even those who were skeptical of the plan's emphasis on transit and feared it would create a "tsunami of traffic" on Route 29 said East County needed the investment.
The County Council's Planning, Housing, and Economic Development committee will discuss the plan in a series of worksessions later this month before the entire council reviews it. No vote has been scheduled, but it's likely to happen within the next several weeks.
I live-tweeted last night's hearing and compiled the highlights in this Storify:
For decades, eastern Montgomery County has lacked the jobs and amenities the more affluent west side has long enjoyed. But plans to finally deliver those things, along with the transit to support them, could get hung up on concerns about car traffic.
The White Oak Science Gateway plan would transform sprawling office parks and strip malls around the Food & Drug Administration campus near Route 29 and New Hampshire Avenue into a town center and biotech hub. County officials say they've already heard from international pharmaceutical companies who want to be nearby.
With 8,500 new homes and over 40,000 new jobs, the plan would double what's on the ground today, and many are concerned about the traffic it might bring. County planners say that not doing anything won't get rid of White Oak's congestion, and that the real solution is to improve transit and bring people's daily needs closer to home. The County Council will hold a public hearing on the plan tomorrow night.
Traffic concerns stop development in East County
Once the inspiration for the idyllic family sitcom The Wonder Years, White Oak has long suffered from disinvestment, lagging the rest of the county in everything from shopping options to public school quality.
A promised rapid transit line on Route 29 was never built, and for decades, the area was under a development moratorium because of traffic on 29. Instead, growth and investment simply went further out to Howard County or west to Rockville and the I-270 corridor, meaning that people simply had to drive farther to get what they needed.
Anxious for change, residents have generally expressed support for the plan. County Executive Ike Leggett has made a proposed research park called LifeSci Village, to be built in partnership with local developer Percontee, a priority for his administration, and is already shopping the project around to Chinese business executives who want to be near the FDA.
However, the County Council rejected an earlier draft of the plan last fall because it didn't meet the county's "subdivision staging policy," which requires local roads to meet a certain congestion level, usually by widening them or building new ones, before development can go forward.
Planners say there's really no way to fix congestion in the area. There isn't room for new highways and much of the traffic on major roads like Route 29 comes from Prince George's and Howard counties, which Montgomery County has no control over.
The Planning Board decided that reducing the density wasn't an option, because it would take away the incentive for the development people want while forcing people to travel long distances for work or shopping. Instead, it proposed creating a new standard for measuring traffic, midway between that of suburban areas that are totally reliant on cars and urban downtowns like Bethesda where there is Metro service.
Plan relies on transit, but will it get funded?
The Board also tried to encourage the creation of more alternatives to driving. They also propose creating a Transportation Management District, which would help residents and workers find ways to get around without a car. There's a similar one in existence in North Bethesda. The goal is to have 25 to 30% of all trips made without a car by 2040, which is a little higher than the rate today.
To do so, the Science Gateway plan already proposes a new grid of streets with sidewalks and bike lanes. It also requires a more compact, urban form of development, with a mix of housing and commercial uses.
Planners also added language about the county's Bus Rapid Transit plan, which would serve White Oak with lines on Randolph Road, New Hampshire Avenue, and on Route 29, calling it "essential to achieve the vision of this Master Plan." They propose that any impact taxes or fees the county collects from developers to go straight to BRT to ensure it gets built.
But the board also removed a requirement that the full amount of development not go forward if the BRT lines aren't funded or under construction. It's likely due to pressure from Leggett's administration, who are worried that the high cost of building transit and delays in development approvals could discourage investment.
Economic development shouldn't mean lower standards
White Oak's suburban built form, coupled with decades of leapfrog development to more distant communities, force its residents to travel long distances by car or transit. The area has become less desirable than other parts of Montgomery County, and without easy access to jobs, shopping, or other amenities, that will only get worse.
Traffic tests that tie new development to new highways won't work for White Oak, but residents still need some promise that there will be adequate infrastructure to support the growth they want to happen. Instead of eliminating staging requirements, county officials need to ensure that there's enough funding for transit.
Planners estimate that a BRT line on Route 29 would cost about $350 million, the same as three highway interchanges on the same corridor. While the interchanges would simply make it easier to drive to Howard County, transit would better support the creation of the town center everyone wants.
White Oak has waited decades to catch up with the rest of Montgomery County. While folks may be impatient for economic development, it's important we get this right.
Maryland's gas tax increase means it now has the most transportation funding in a generation. Will Montgomery County spend its share on transit to support its urban centers, or keep building highways?
Coupled with existing revenues, the new gas tax has made $15 billion available for transportation, a 52% increase from last year and the most transportation funding in a generation. This month, the County Council will send the state a list of their transportation priorities in order to receive some of that money. As in past years, there are a number of road projects on the list.
But the Planning Board, noting the high cost of new highways and efforts to direct future growth to urban centers, urged the council to choose transit instead. Transit isn't "the answer to every transportation problem," they write, but "where roadway widenings to solve perennial traffic congestion would significantly affect existing communities, natural resources and parkland, a more efficient solution is needed."
Funding would give county's transit plans teeth
Not all of the projects on the list are likely to receive funding. But if they were, the county's transit network could expand dramatically.
Some projects already have the support of county and state officials, including the Purple Line and Corridor Cities Transitway. Also included are funds for more 8-car trains on the Red Line, which will allow Metro to stop turning trains around at Silver Spring instead of running them to the end of the line at Glenmont.
There's also funding to build three of the county's proposed BRT lines along Georgia Avenue, Route 29, and Veirs Mill Road, as well as studying future lines on Rockville Pike and New Hampshire Avenue. A proposed HOV lane on I-270 could eventually support transit between White Flint and Tysons Corner. Planners also recommend funding new sidewalks and bike paths along Georgia Avenue between Forest Glen Road and 16th Street, which the State Highway Administration is currently studying, and a pedestrian underpass at the Forest Glen Metro station.
These projects would serve the county's existing urban centers, like Silver Spring and Bethesda, by giving people alternatives to driving. And they would support the development of future ones like White Oak, where County Executive Ike Leggett envisions a research and technology hub.
Planners say transit would better serve growth areas
But many of the road projects in the priorities list could undermine those efforts, whether by directing funding away from transit or by encouraging more people to drive there.
The priorities list includes three interchanges along Route 29 in East County, at Stewart Lane, Tech Road, and Greencastle Road, which have been in planning for decades and would cost $344 million. (Maryland has already set aside $7 million to design a fourth interchange at Fairland Road, estimated to cost $128 million to build.) Under the county's traffic tests, they have to be built before development in White Oak can happen.
County planners estimate that the three interchanges would cost the same to build as an 11-mile BRT line along the same corridor between downtown Silver Spring and Burtonsville. They say transit would not only better support the creation of a town center in White Oak, but give commuters from points north an alternative to driving, ultimately reducing local congestion.
"We believe that prioritizing the [Route 29] transit corridor improvements is the better choice," their report says.
Other road projects on the list include funds to build Montrose Parkway, a highway that would divide White Flint and Twinbrook. And there's a proposal to widen Norbeck Road between Georgia Avenue and Layhill Road and build an interchange at Georgia, even though the road runs parallel to the underused Intercounty Connector a half-mile away.
Maryland's new transportation funds present a rare opportunity to the state and Montgomery County, its economic engine. Some road improvements may be necessary and beneficial, especially in the county's suburban areas. But the county's urban centers are where most of its future growth will happen, and they need transit to thrive. We have to make the right choice now, because we may not get it again for a long time.
Montgomery County's newest skate park in White Oak doesn't have any skaters, due to poor design and an isolated location. A "skate plaza" in the center of the community could give skaters and non-skaters alike a better place to hang out.
The 6,000-square-foot White Oak skate spot, a sort of mini-skate park, is located at at the end of a cul-de-sac off of Lockwood Drive next to a new recreation center, both of which opened in the summer of 2012. Built by the county's Department of Recreation, the facilities cost $22 million to build, a very small portion of which went to the skate spot.
The recreation center is usually busy, along with the basketball courts and soccer fields. But I've dropped by the skate park at least dozen times this year, at different times of day, on different days of the week, in winter, spring, and summer. And I've never seen anyone using the skate spot.
"There's no flow"
28-year-old Mike Rious of Colesville visited the skate spot a few times, but he quickly got frustrated with it. Instead, he goes to the Woodside skate spot in Silver Spring or to skate parks in Prince George's County. "It seems as though no skatepark designers or anyone with knowledge of skateboarding was consulted before putting it together," he wrote in an email.
The skate spot is laid out in a way that makes skating almost impossible. I showed some photos of it to my friend Jordan Block, an urban designer and skater who used to work for Franklin's Paine Skatepark Fund, a Philadelphia-based nonprofit that builds skate parks. "There's no flow," he explains.
Normally, skaters would do a trick on one side, then go over to the other side to do another one, building up momentum along the way. In order to do that, you need a clear, straight path with no obstructions. But officials at the Department of Recreation simply dropped pieces like ramps and rails around the site randomly. As a result, Block says, there's always something in the way.
There are also safety issues. The skate park uses prefabricated modular pieces bought off the rack. Skateboarding advocates like Skaters for Public Skateparks discourage using them instead of permanent, concrete pieces, because prefab fixtures often deteriorate faster than permanent ones, and they have exposed seams that can trip and injure skaters.
The skate spot's location is an issue as well. In 2008, county planners noted that 10,000 people live within a 3/4-mile of the site. But the street network is so disconnected that someone living on Carriage House Way, 1,000 feet away as the crow flies, would have to travel over a mile to reach the recreation center.
"If I were younger and didn't have my own transportation," wrote Rious, "I would probably still be skating the same places I had before these skate spots were built."
Location, design affect skate spot's use
Compare this to the Woodside skate spot, which the parks department built itself after consulting with local skaters. It also has prefab fixtures, but they were made flush with the ground, reducing tripping hazards. And it's in downtown Silver Spring, a short walk from buses and Metro, places to eat, and other hangouts. Not only is the Woodside skate spot popular with skaters, but it's become such a fixture in the local skating community that they even hold barbeques there.
In its current form, the White Oak skate spot is basically unusable. We could rebuild it to be safer and more attractive to skaters, but the location remains a problem. What if we moved the skate spot to the center of White Oak, instead of the fringe, and made it a destination for skaters and the larger community as well?
Last month, the Montgomery County Planning Board approved the Science Gateway plan, which envisions creating a research and technology hub in White Oak. Planners also envision turning the run-down White Oak Shopping Center at New Hampshire Avenue and Lockwood Drive into a "town center" with shops and housing in taller buildings around a two-acre park.
That park would be a great location for a skate spot: it's across the street from the White Oak Transit Center, an important bus terminal, and is a short distance from thousands of homes and apartments, along with shops, restaurants, and the Food and Drug Administration campus. This is an accessible location for skaters, but it's also surrounded by a good mix of uses that could make it a unique public draw.
"Skate plazas" bring skaters to the center
Communities around the country are building so-called "skate plazas," a cross between a public plaza and a skate park. Franklin's Paine, where my friend used to work, opened a skate plaza in Philadelphia last May called Paine's Park. Designers call it a "not just a skatepark...a park for all that's made to skate."
To the naked eye, Paine's Park looks like an ordinary plaza: there are benches, stairs, ramps, and rails. These all happen to be things skaters like to use, but here they won't get chased away for doing so. And everything's made from cast-in-place concrete, which can take lots of abuse and are still affordable.
Planners often build skate plazas alongside other uses, inviting skaters into the center of the community. Portland is building a big skate plaza in the middle of downtown. The Lafayette Park Skate Plaza in Los Angeles is part of a larger park complex with a library, amphitheatre, and even food carts.
These are spaces you'd go even if you weren't skating, and non-skaters can hang out in skate plazas as well, so long as they don't mind the thumps of skate trucks on concrete. But if skateboarding ceased to exist tomorrow, the community would still have a great public space.
Skate plazas aren't just better for skaters. They create more interesting, attractive public spaces for everyone. It's clear that this thinking went into the White Oak skate spot, which is next to a recreation center, but the design of the skate spot and its isolated location sends a message to skaters that they should be kept out of sight.
Montgomery County wants White Oak to become an innovative urban community. What better way to do so than by embracing the athleticism and spectacle of skateboarding?
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