tag:blogger.com,1999:blog-50020638676971644992024-02-18T18:33:48.755-08:00EnvisionBaltimoreUnknownnoreply@blogger.comBlogger26125tag:blogger.com,1999:blog-5002063867697164499.post-79266611143687530172013-07-24T11:06:00.003-07:002013-07-24T11:06:50.503-07:00The Freeway Revolts: A Brief History of an Important Baltimore Grassroots Movement<div class="MsoNormal">
by guest blogger Greg Freidman</div>
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There once was a plan to build a major east-west expressway
through the middle of Baltimore City. The idea for such an expressway had been
around since at least 1917, but things really got going when Robert Moses came
up with a plan in the 40's. With the development of the interstate highway
system in the 1950s and the overwhelming
support of the business and political establishment the highway became a near
certainty. Had the expressway been built as planned , thousands of people would
have been displaced, Leakin Park would have an expressway running through it,
and neighborhoods such as Fells Point, Highlandtown, Canton, and Federal Hill
would have been permanently disfigured.<o:p></o:p></div>
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But as part of a nationwide movement that came to be known
as the freeway revolts regular people got together and fought back. In
Baltimore the main organization driving the effort against the expressway was
known as MAD or the Movement Against Destruction. The organization, essentially
a coalition of neighborhood groups and individuals, was most active in the late
60s and early 70s. and transcended barriers of geography, race, and class. It
was also for the most part (<a href="http://ejkit.com/the-toolkit/ej-analysis-tools/maps/htn/">but not
completely</a>) successful. Among those active in the freeway revolts was a
certain social worker turned City Councilwoman by the name of<a href="http://en.wikipedia.org/wiki/Barbara_Mikulski"> Barbara Mikulski</a>.<o:p></o:p></div>
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Recently I had a chance to sit down with Art Cohen one of
the movers and shakers behind MAD to hear about how this amazing grassroots
movement got started and achieved its goals. For more information about MAD you can visit its online
archive which is hosted by the University of Baltimore Langsdale Libary <a href="http://langsdale.ubalt.edu/special-collections/a-z-holdings-list/movement-against-destruction/">right
here</a>.</div>
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For a detailed explanation of the route the East-West
Expressway was to traverse you can check out Scott Kozel's <a href="http://www.roadstothefuture.com/Balt_Early_Expwy_Plan.html">Roads to the
Future website</a>. And while I strongly disagree with some of its conclusions
another excellent article on the Expressway can be found <a href="http://digitalcommons.law.umaryland.edu/cgi/viewcontent.cgi?article=1012&context=mlh_pubs">here</a>
(note that this is a PDF).<o:p></o:p></div>
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<b>On how the idea of
the East-West Expressway came about:</b><o:p></o:p></div>
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... <a href="http://en.wikipedia.org/wiki/Robert_Moses">Robert
Moses</a> came to town in the early 1940s. There had actually been talk about
having an expressway in Baltimore since 1917. But it didn’t really get steam
going until Moses came and he suggested an east west highway straight through
the middle of town. Of course it would have been totally unacceptable on the
east side of town because it would have gone straight through Hopkins
Hospital!... It sort of lay dormant for a number of years and then in the 50's
it came in again because under President Eisenhower, the interstate system came
into being...<o:p></o:p></div>
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<b>On the founding and naming of MAD:</b><o:p></o:p></div>
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I came to Baltimore as a legal aid lawyer in September 1967.
I came from Washington DC. I was assigned to East Baltimore where I lived as
well as worked....So I was assigned to legal Aid East and that's where I worked
for [the next 16 months up through early 1969].In August of 1968 I was
approached by two people. One was Stu Wexler who had worked with <a href="http://en.wikipedia.org/wiki/Congress_of_Racial_Equality">CORE</a>
locally and had been involved in a lot of local things and Jimmy Rouse (who's
the son of <a href="http://en.wikipedia.org/wiki/James_Rouse">James Rouse</a>).
They said there was a new coalition being formed to oppose the plans for the
East-West Expressway and because I had come here as lawyer, they said they need
a lawyer who would be willing to serve as their attorney. It was volunteer.
Everything in the group was volunteer. And I was interested in the issue and I
said sure. The fact that they'd asked meant something too. I had respect for
both of them...<o:p></o:p></div>
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The group as I remember it did not have a name for the first
couple of months...This one person came from West Baltimore he happened to be a
psychiatrist living and working there. He came for two meetings that's all, but
what he did was he gave us a great gift. He said “I've got a name for you. You
need a name. Here's what I'm suggesting, the Movement Against Destruction
(M.A.D).”... It was a great name it described how people felt about the expressway
coming through their neighborhoods. <o:p></o:p></div>
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<b>On the uniqueness of MAD and what contributed to its
success:<o:p></o:p></b></div>
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The unique thing about M.A.D. It was the first time in
Baltimore that there was a coalition made up of neighborhood groups from across
the city of diverse income groupings, of diverse race (African -American and
White)... But just the fact that you could reach across between the white and
black communities was just sensational. It was very effective and people worked
together very well. And you could be a member of this group as a neighborhood
association or as a mini coalition of neighborhood associations. There was one
called <a href="http://langsdale.ubalt.edu/special-collections/a-z-holdings-list/southeast-council-against-the-road/index.cfm">S.C.A.R.</a>
(also see <a href="http://scarbaltimore.blogspot.com/">here</a>) (the Southeast
Council Against the Road). And there were some other ones across the city that
were organized sub-regionally. You could also be a member as an individual if
you wanted to. <o:p></o:p></div>
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The thing that made MAD unique was that it met every single
week. [The archdiocese] gave us the use of the Catholic Center downtown at the
southwest corner of Mulberry and Cathedral. And that was a great place. We'd
meet there at 7 o'clock on every Monday. We also were blessed by having people
in our group who had special skills. We had one person, Barbra King, who did
research andworked with the League of
Women Voters... Whenever we had an issue that needed some digging she could do
it for us and would. We had another person who was from the Church of the
Brethren who was assigned to Baltimore as a sort of missionary placement. His
name was Lin Butler and he had an incredible skill. He was our secretary for
most of the time that I was there, he would be at every meeting. And within a
day of the meeting a piece of paper would go to everybody that was on our list.
On one side of the piece of paper were the minutes for the previous day's
meeting and on the other side would be
the agenda for the next meeting. And it provided a high level of continuity
from meeting to meeting. That really helped us....<b><o:p></o:p></b></div>
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Our way of operating at MAD was by consensus. We didn't really need to vote.
And the people there were seen representatives of their neighborhood groups. So
if they were doing their jobs they did not arrogate to themselves any special
power. They would take issues back to their group, clear them with whomever they needed to clear
it, and then come back to us. So there was an accountability that was very
helpful.<o:p></o:p></div>
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<b>On the damage that had been done from the condemnation
lines:<o:p></o:p></b></div>
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By the time I got into this in August 1968 the condemnation
lines had already been laid down. And in some ways a lot of the damage from the
expressway planning had been done... These were people who lived their whole
lives in Canton, Highlandtown, Fells Point, West Baltimore, South Baltimore
too. This was very, very disturbing for a lot of people and there were stories
of elderly people who died of broken
hearts from the idea of having to move from the neighborhoods that they had
lived in all their lives and to which they were deeply committed. What I'm
saying is there was some damage that was already done that could not be
reversed even by MAD. What MAD was able to do with the help of others was
prevent the building of the expressway.<o:p></o:p></div>
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<b>On a very
interesting map:</b><o:p></o:p></div>
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One of our members, Jack Bond, who just died two years ago,
worked for a local car rental agency and he came to every meeting. I think he
lived in Roland Park. He came up with a wonderful suggestion once... Why don't
we design an expressway ourselves that only took six houses? The mayor's
(Thomas D'Alessandro III, the president of the City Council (William Donald
Schaefer) and, Joe Axelrod the highway
engineer, who lived in Annapolis (the other three homes taken by the map were
those of Greater Baltimore Committee head,William Boucher, Bernard Werner a
consultant to the State Roads Commision, and Dr. F. Pierce Linaweaver the city
public works director). So basically to make a long story short, we developed a
sketch of this expressway, and <a href="http://archives.ubalt.edu/mad/pdf/8-1%20Movement%20Against%20Destruction%20(MAD).pdf">it
got picked up by a Sun reporter</a> (scroll down to the fourth article). She
went around and interviewed everybody. Mayor Schaefer and all these other
people. It got a lot of attention. It was using ridicule to make a point, that
these people didn't have to get out of their houses. They were planning for
everybody else. <o:p></o:p></div>
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<b>On flying a banner on a plane at the City Fair:<o:p></o:p></b></div>
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One time I worked on a banner...that was 220 ft wide. It was
about as wide as the expressway would have been with all 12 lanes. It said
“Stop The Mayor's Road”. We carried it into the city fair. This was the pride
and joy of the city officials... to have this downtown fair. And we walked on
there with this thing. And it took them 20 minutes to see what was going on and
they threw us out. The next year what we did was we rented an airplane. We each
kicked in $25 and we had it fly over the
city fair. And there was nothing they could do about that. <o:p></o:p></div>
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<b>On the V.O.L.P.E. V. Volpe Lawsuit:<o:p></o:p></b></div>
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Richard Volpe was the head of the US Department of
Transportation. He was the defendant. The plaintiffs in that case were the
Volunteers Opposed to the Leakin Park Expressway (V.O.LP.E.) They came up with
that name on purpose. And in fact their lawyer I believe was pro bono from
Piper and Marbury at the time. He's now the city solicitor, George Nilson. <b><o:p></o:p></b></div>
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<b>On an inspirational meeting at Edmondson High School and
MAD's turning point:</b></div>
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<b>One of the big turning points for us I believe was in
1969. A public hearing was scheduled for
early in the summer. It was one of the first public hearings on on the 3A plan
and we got them to postpone it. This was because they were not following their
own federal regulations, which required that public hearings be preceded by
public informational meetings. We
insisted that they follow their own rules.
As a result, they first held this informational meeting at which they described what the issues
were. It was held in Edmondson High
School in June of 1969. <o:p></o:p></b></div>
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People from the community were invited to come and learn
about what the highway engineers planned to do. And Rosemont was a very
controversial area. [The highway] was coming down from Leakin Park. It would
have come down from Rosemont to join up with Franklin Mulberry. Rosemont was a
stable middle-class African-American neighborhood. Joe Wyles (a prominent African-American
activist) was from there and a number of other MAD people were too. They just
felt it was going to destroy their community and there were some alternative
routes for Rosemont, several different ones. And one of them involved going
through a cemetery south of Edmondson Highway which had generally white people
[buried in it]. <o:p></o:p></div>
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Anyway Rosemont, was a middle class area. People had come to
this explanatory meeting and the
engineers were in the front [with] the planners... And you had these two groups
and they're sitting on opposite sides of the Edmondson High School auditorium.
One is white, generally younger and the other's black of all ages but somewhat
older. They were sitting on opposite ends of the auditorium and this young
white guy who was the spokesman for the white group gets up and says “we do not want this
highway to go through the cemetery and even though there are rules about
disenterring people and reenterring them we don't want these graves disturbed.
They mean a lot to us our kinfolk are there” and so and so. When he was
through, this elderly African-American man from Rosemont, he says “I've moved 3
times in the last thirteen years because of changes in these condemnation
lines. "Hey, sait a minute," he says, I'm alive now, you're talking
about dead people. I'm alive right now and I'm threatened by this road. And our
neighborhood is threatened by this road.” It was very eloquent. Anyway they
each made their point and then all of a sudden the young white guy gets up. He
didn't want to be played off against the African-American. He says “we're against
the road because it's going to mess up our cemetery with our dead loved ones.
You're against the road because you're living in this area. Let's get together
and fight it together. and you saw this group of people move together in that
auditorium. I imagine there were whites who had never sat in an auditorium with
blacks before and that was emblematic of the kinds of things that happened,
people pulling together.<o:p></o:p></div>
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Anyways 2 months later in August. they had the public
hearing, and it was big. It went on for
three days. 600 people attended. Most people testified against the road plans.
Everybody except for two groups: the Chamber of Commerce and the Greater
Baltimore Committee. And they did not speak in favor of the road. Instead, they just put in written
testimony. The hearing got well covered
in the press.<o:p></o:p></div>
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<b>Conclusions</b><br />
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From my interview
with Art Cohen and my own research about MAD, several things stand out to me. The
first is that MAD was an organization made up of regular people and not just
elites. It was also a truly multiracial coalition where blacks from West
Baltimore worked together with whites from south and east sides. A remarkable
feat given the large scale white flight that was taking place at the time.
Another characteristic of MAD is that it was not dominated by any one person.
Of course it had leaders but it was clearly a group effort with no one person
taking all the credit for the work that was done. The third and final
observation I’d like to note, is that for all its successes MAD failed to stop
construction of the “Highway to Nowhere”. (Those interested in learning more
about the “Highway to Nowhere” and MAD’s fight to stop it should read <a href="http://etd.ohiolink.edu/view.cgi?acc_num=ohiou1243879048">Andrew
Giguere’s Masters Thesis</a> on the subject). As painful as it may be it is
always important to learn from them so that they will not happen again. <o:p></o:p></div>
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I’m a big believer
that one cannot plan for the future unless they understand the past. Through
understanding both the successes and the challenges faced by MAD it is my hope
that those who wish to speak truth to power on transportation or any other
issue will be able to draw inspiration and guidance.<o:p></o:p></div>
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<b>========================================================================<o:p></o:p></b></div>
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Unknownnoreply@blogger.com1tag:blogger.com,1999:blog-5002063867697164499.post-32870564356156151562013-05-01T10:06:00.004-07:002013-05-01T10:06:47.035-07:00Shared Space: Turning a Highway into a Public Plaza is Possible<div class="separator" style="clear: both; text-align: center;">
<iframe allowfullscreen='allowfullscreen' webkitallowfullscreen='webkitallowfullscreen' mozallowfullscreen='mozallowfullscreen' width='320' height='266' src='https://www.youtube.com/embed/-vzDDMzq7d0?feature=player_embedded' frameborder='0'></iframe></div>
I'm an advocate of the "Shared Space" concept, which began in Europe and could have great promise in the U.S. if traffic engineers would give it a chance. If you don't know about Shared Space, or know about it but are unconvinced, check out this short video. It is a fantastic mini-documentary and the best application of the concept I've seen to date. If this won't convince you of the value of Shared Space nothing will.<br />
<br />
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</div>
<br />Unknownnoreply@blogger.com3tag:blogger.com,1999:blog-5002063867697164499.post-25364549956901475972013-02-27T10:27:00.001-08:002014-10-17T05:38:43.444-07:00Dissolving Border Vacuums, Part 1<b style="text-align: center;"><span style="font-family: Arial, Helvetica, sans-serif;">At-Grade Border Vacuums: Parking Lots and Vacant Lots</span></b><br />
<span style="color: #4c4c4c; font-family: Arial, Helvetica, sans-serif;">The previous post on border vacuums
discussed what borders were, why some borders create vacuums, and how these
vacuums have affected Baltimore. This post will discuss solutions for at-grade
border vacuums like parking lots and vacant lots, and over the coming months
we'll discuss solutions for other kinds of border vacuums and see if they could
apply to Baltimore.</span><br />
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<a href="http://www.blogger.com/blogger.g?blogID=5002063867697164499" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"></a><a href="http://www.blogger.com/blogger.g?blogID=5002063867697164499" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"></a><a href="http://www.blogger.com/blogger.g?blogID=5002063867697164499" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"></a><a href="http://www.blogger.com/blogger.g?blogID=5002063867697164499" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"></a><a href="http://www.blogger.com/blogger.g?blogID=5002063867697164499" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"></a><a href="http://www.blogger.com/blogger.g?blogID=5002063867697164499" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"></a><a href="http://www.blogger.com/blogger.g?blogID=5002063867697164499" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"></a><a href="http://www.blogger.com/blogger.g?blogID=5002063867697164499" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"></a><br />
<div class="separator" style="clear: both; text-align: center;">
</div>
<br />
<table cellpadding="0" cellspacing="0" class="tr-caption-container" style="float: right; margin-left: 1em; text-align: right;"><tbody>
<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEj5bnFM0TSyQk-dcWfyBBb_bp56Xlafq5Wqa2JsoP_Qd0VI_OBgCIxHkHjUH2Jcety1E1N2fPFp8zhtjadEM0lzm3U9-8CMiCO8U3iH_hfXE-ZTAxGjLyPqTyNtpkVtLua49EByvIvzRFQ/s1600/HighLinePark.jpg" imageanchor="1" style="clear: left; margin-bottom: 1em; margin-left: auto; margin-right: auto;"><img border="0" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEj5bnFM0TSyQk-dcWfyBBb_bp56Xlafq5Wqa2JsoP_Qd0VI_OBgCIxHkHjUH2Jcety1E1N2fPFp8zhtjadEM0lzm3U9-8CMiCO8U3iH_hfXE-ZTAxGjLyPqTyNtpkVtLua49EByvIvzRFQ/s1600/HighLinePark.jpg" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;">New York's High Line Park</td></tr>
</tbody></table>
<a href="http://www.blogger.com/blogger.g?blogID=5002063867697164499" imageanchor="1" style="clear: left; float: left; margin-bottom: 1em; margin-right: 1em;"></a><a href="http://www.blogger.com/blogger.g?blogID=5002063867697164499" imageanchor="1" style="clear: left; float: left; margin-bottom: 1em; margin-right: 1em;"></a><a href="http://www.blogger.com/blogger.g?blogID=5002063867697164499" imageanchor="1" style="clear: left; float: left; margin-bottom: 1em; margin-right: 1em;"></a><a href="http://www.blogger.com/blogger.g?blogID=5002063867697164499" imageanchor="1" style="clear: left; float: left; margin-bottom: 1em; margin-right: 1em;"></a><a href="http://www.blogger.com/blogger.g?blogID=5002063867697164499" imageanchor="1" style="clear: left; float: left; margin-bottom: 1em; margin-right: 1em;"></a><a href="http://www.blogger.com/blogger.g?blogID=5002063867697164499" imageanchor="1" style="clear: left; float: left; margin-bottom: 1em; margin-right: 1em;"></a><a href="http://www.blogger.com/blogger.g?blogID=5002063867697164499" imageanchor="1" style="clear: left; float: left; margin-bottom: 1em; margin-right: 1em;"></a><a href="http://www.blogger.com/blogger.g?blogID=5002063867697164499" imageanchor="1" style="clear: left; float: left; margin-bottom: 1em; margin-right: 1em;"></a><span style="color: #4c4c4c;"><span style="font-family: Arial, Helvetica, sans-serif;">I invite readers to share solutions
I may have overlooked so the discussion is as comprehensive as possible. (Also,
I've omitted some conventional solutions – like Big Dig tunnels for highways –
because they're usually expensive and unfeasible.)<o:p></o:p></span></span></div>
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<span style="font-family: Arial, Helvetica, sans-serif;"><span style="color: #4c4c4c;">Of course, no </span></span><span style="font-family: Arial, Helvetica, sans-serif;"><span style="color: #4c4c4c;">solution is a silver bullet. The fine print is <i>context.</i>
For example, architect </span><a href="http://www.nytimes.com/2011/05/15/opinion/15Rybczynski.html">Witold
Rybczynski</a><span style="color: #4c4c4c;">, noting how many cities want to
emulate New York's </span><a href="http://en.wikipedia.org/wiki/High_Line_Park">High Line
Park</a><span style="color: #4c4c4c;"> (formerly an abandoned railroad
viaduct that had devolved into a border vacuum), argued that the city's
vibrant, dense, mixed-use Meatpacking and Chelsea districts made the High Line
successful, and that the opposite strategy of “build it and they will come” –
plop a High Line in an isolated area and hope that the vibrant urban fabric
follows – would likely garner disappointment.<o:p></o:p></span></span></div>
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<span style="color: #4c4c4c;"><span style="font-family: Arial, Helvetica, sans-serif;">Finally, my intention is not to take
a “fix it all now” position. These ideas are presented under the auspices of
long-term incremental improvement – that of incorporating more thoughtful
design when infrastructure and facilities are inevitably repaired, replaced,
expanded, added, or removed. Perhaps this way border vacuums can be gradually
dissolved rather than maintained by periodic reconstruction of the status quo.<o:p></o:p></span></span></div>
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<b><span style="font-family: Arial, Helvetica, sans-serif;">Infilling parking lots and vacant lots<o:p></o:p></span></b></div>
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<span style="color: #4c4c4c;"><span style="font-family: Arial, Helvetica, sans-serif;">Parking lots and vacant lots are
arguably some of the most corrosive border vacuums: they break the continuity
of street walls by exposing party walls (“missing teeth”) and creating an
atmosphere of dereliction. The effect is particularly destructive in rowhouse
neighborhoods where the fabric relies on the appearance of continuity for
stability.<o:p></o:p></span></span></div>
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<span style="color: #4c4c4c;"><span style="font-family: Arial, Helvetica, sans-serif;">Fortunately parking lots and vacant
lots are also some of the easiest border vacuums to dissolve (if the demand for
infill is there, of course) and their infilling has generally been greeted with
enthusiasm in Baltimore. But what exactly constitutes good infill?<o:p></o:p></span></span></div>
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<table cellpadding="0" cellspacing="0" class="tr-caption-container" style="float: left; margin-right: 1em; text-align: left;"><tbody>
<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEg0fHQEKvK7NJuJcwvwtNpG9Ep7fLT4hak7g7ipQkLm_B9e3ZdfEk62efYLEFkIghkBQUja6ZxDekYnuhuERXDdztxJl5g_H6zg3QjGlel_gwNf8DNXlrSENW-8YZIXYN5PuM-QMqkngIw/s1600/1111LightStreet.jpg" imageanchor="1" style="clear: left; margin-bottom: 1em; margin-left: auto; margin-right: auto;"><img border="0" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEg0fHQEKvK7NJuJcwvwtNpG9Ep7fLT4hak7g7ipQkLm_B9e3ZdfEk62efYLEFkIghkBQUja6ZxDekYnuhuERXDdztxJl5g_H6zg3QjGlel_gwNf8DNXlrSENW-8YZIXYN5PuM-QMqkngIw/s320/1111LightStreet.jpg" height="240" width="320" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;">1111 Light Street in Federal Hill</td></tr>
</tbody></table>
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<div>
<p class=Illustration align=center style='margin:0in;margin-bottom:.0001pt;
text-align:center'>
<v:shape id="_x0000_i1026" type="#_x0000_t75" style='width:297.75pt;
height:223.5pt' filled="t">
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o:title=""/>
</v:shape><span style='font-size:8.0pt;font-family:"Tahoma","sans-serif";
mso-bidi-font-family:Mangal;color:#4C4C4C;font-style:normal'>1111 Light
Street in Federal Hill.<o:p></o:p></span></p>
</div>
<![if !mso]></td>
</tr>
</table>
<![endif]></v:textbox>
<w:wrap type="square"/>
</v:shape><![endif]--><!--[if !vml]--><!--[endif]--><span style="font-family: Arial, Helvetica, sans-serif;"><span style="color: #4c4c4c;">Urban infill
works best when it takes the form it has traditionally taken: Multistory,
multiuse, and built out to the sidewalk. The infill should offer a </span><a href="http://pedshed.net/?p=78">porous facade</a><span style="color: #4c4c4c;"> to the sidewalk – it should interact with passersby via
storefronts, stoops, porches, bays, balconies, discrete windows, and other
features that reflect a human presence. Blank walls and vague “open spaces” or
setbacks should be avoided.<o:p></o:p></span></span></div>
<div class="MsoNormal">
<br /></div>
<div class="MsoNormal">
<span style="font-family: Arial, Helvetica, sans-serif;"><span style="color: #4c4c4c;">By doing all this, good infill will
form an engaging “street wall” that defines the street as a public room (see
above). To avoid breaking this street wall, parking lots and garages should be
stashed in back and accessed by alleys. Furthermore, good infill should be
composed of small blocks punctuated by continuous street networks. These
streets can be made </span><a href="http://smallstreets.org/what-are-small-streets/">quite intimate</a><span style="color: #4c4c4c;">, further enriching the pedestrian experience.<o:p></o:p></span></span></div>
<div class="MsoNormal">
<br /></div>
<div class="MsoNormal">
<span style="color: #4c4c4c;"><span style="font-family: Arial, Helvetica, sans-serif;">Finally, good infill will feature a <i>small
increment of development</i>: rather than being built by one developer in a
short time, multiple blocks of good infill are composed by many people who have
contributed different buildings over a long time. This results in an organic
form that can accommodate Jane Jacobs' <i>aged buildings: “A district must
mingle buildings that vary in age and condition [to] incubate diversity. If a
city has only new buildings, the enterprises that can exist there are limited
to those that can support the high costs of new construction. Mingling of new
and old buildings, with consequent mingling in living costs and tastes, is
essential to get diversity and stability in residential populations [and]
enterprises (Chapter 10, The Death and Life of Great American Cities).”<o:p></o:p></i></span></span></div>
<div class="MsoNormal">
<br /></div>
<div class="MsoNormal">
<b><span style="font-family: Arial, Helvetica, sans-serif;">Infill examples<o:p></o:p></span></b></div>
<div class="MsoNormal">
<table cellpadding="0" cellspacing="0" class="tr-caption-container" style="float: left; margin-right: 1em; text-align: left;"><tbody>
<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEj_ZMsClGRY8qnEAlGjo-gkXEaR2ze9oC0KLKGISNxuQzI6gWQ53fG-V3NTHN4ZESXDJ6czhbZvkcMz_TdxkoLMOp7Zg37THZN-_A6BwiTDSpp86n9X8gpdan74rHFimkP71cx0ERNvGqM/s1600/MerchantPointTownhomes.jpg" imageanchor="1" style="clear: left; margin-bottom: 1em; margin-left: auto; margin-right: auto;"><img border="0" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEj_ZMsClGRY8qnEAlGjo-gkXEaR2ze9oC0KLKGISNxuQzI6gWQ53fG-V3NTHN4ZESXDJ6czhbZvkcMz_TdxkoLMOp7Zg37THZN-_A6BwiTDSpp86n9X8gpdan74rHFimkP71cx0ERNvGqM/s320/MerchantPointTownhomes.jpg" height="240" width="320" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;">The Merchant Point Townhomes in Fell's Point</td></tr>
</tbody></table>
<span style="color: #4c4c4c;"><span style="font-family: Arial, Helvetica, sans-serif;">Generally the smaller the increment
of development has been in Baltimore (as with rowhouses or midrise buildings),
the better the infill quality has been. Unfortunately, generally the larger the
increment of development has gotten, the more likely it was to be marred by
street-facing blank walls, parking garages, and service infrastructure.<o:p></o:p></span></span></div>
<div class="MsoNormal">
<br /></div>
<div class="MsoNormal">
<span style="font-family: Arial, Helvetica, sans-serif;"><span style="color: #4c4c4c;">T</span><!--[if gte vml 1]><v:shape
id="_x0000_s1027" type="#_x0000_t202" style='position:absolute;margin-left:133.95pt;
margin-top:3.6pt;width:297.7pt;height:232.4pt;z-index:251656704;
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<v:fill color2="black"/>
<v:textbox inset="0,0,0,0">
<![if !mso]>
<table cellpadding=0 cellspacing=0 width="100%">
<tr>
<td><![endif]>
<div>
<p class=Illustration align=center style='margin:0in;margin-bottom:.0001pt;
text-align:center'>
<v:shape id="_x0000_i1027" type="#_x0000_t75" style='width:297.75pt;
height:223.5pt' filled="t">
<v:fill color2="black"/>
<v:imagedata src="file:///C:\Users\Stu\AppData\Local\Temp\msohtmlclip1\01\clip_image005.jpg"
o:title=""/>
</v:shape><span style='font-size:8.0pt;font-family:"Tahoma","sans-serif";
mso-bidi-font-family:Mangal;color:#4C4C4C;font-style:normal'>The Merchant
Point Townhomes in Fell's Point.<o:p></o:p></span></p>
</div>
<![if !mso]></td>
</tr>
</table>
<![endif]></v:textbox>
<w:wrap type="square"/>
</v:shape><![endif]--><!--[if !vml]--></span><!--[endif]--><span style="color: #4c4c4c;"><span style="font-family: Arial, Helvetica, sans-serif;">he Merchant Point Townhomes at Aliceanna and Ann Streets
in Fell's Point are an example of good lowrise (rowhouse) infill. Built atop
the site of the historic St. Stanislaus Kostka complex, the rowhouses offer
attractive steps, overhangs, discrete windows, and other friendly, human-scale
details to the sidewalk, just like traditional rowhouses. The garages were
placed in the back (accessed by an alley) to avoid sacrificing the Aliceanna
Street facades to blank garage doors.<o:p></o:p></span></span></div>
<div class="MsoNormal">
<br /></div>
<div class="MsoNormal">
<span style="color: #4c4c4c;"><span style="font-family: Arial, Helvetica, sans-serif;">However, I think these rowhouses
could have done a better job “turning the corner” at Ann Street. Right now the
corner rowhouse offers just one first-floor window to Ann. If the garage in
that corner rowhouse had been sacrificed for a wraparound storefront, these
rowhouses would have done a better job connecting to the buildings along Ann,
improving pedestrian delight and block continuity in the process. In fact, the
19<sup>th</sup> century rowhouse on the northwest corner of the same
intersection is a perfect example of just such a strategy.<o:p></o:p></span></span></div>
<div class="MsoNormal">
<br /></div>
<div class="MsoNormal">
<span style="font-family: Arial, Helvetica, sans-serif;"><span style="color: #4c4c4c;">I've noticed that this lost
opportunity for “turning the corner” is surprisingly common among recent infill
rowhouses. The porosity of the primary (front) facade is usually quite good,
but that of any secondary (side) facades could be better. If too many infill
projects treat their secondary facades as an afterthought, there is the risk of
turning the streets along those facades into “B” streets that are less
desirable for pedestrian exploration, potentially fraying the connections
between different streets (and neighborhoods!) in the process. This is rather
unfortunate because Baltimore has many old rowhouses that </span><a href="http://www.flickr.com/photos/meggallucci/4299226756/">do a
wonderful job</a><span style="color: #4c4c4c;"> “turning the corner,” and they
could be useful examples for future infill rowhouses.<o:p></o:p></span></span></div>
<div class="MsoNormal">
<br /></div>
<div class="MsoNormal">
<!--[if gte vml 1]><v:shape id="_x0000_s1028" type="#_x0000_t202"
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<v:textbox inset="0,0,0,0">
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<tr>
<td><![endif]>
<div>
<p class=Illustration align=center style='margin:0in;margin-bottom:.0001pt;
text-align:center'>
<v:shape id="_x0000_i1028" type="#_x0000_t75" style='width:297.75pt;
height:223.5pt' filled="t">
<v:fill color2="black"/>
<v:imagedata src="file:///C:\Users\Stu\AppData\Local\Temp\msohtmlclip1\01\clip_image007.jpg"
o:title=""/>
</v:shape><span style='font-size:8.0pt;font-family:"Tahoma","sans-serif";
mso-bidi-font-family:Mangal;color:#4C4C4C;font-style:normal'>The Twelve09
Condominiums in Midtown-Belvedere.<o:p></o:p></span></p>
</div>
<![if !mso]></td>
</tr>
</table>
<![endif]></v:textbox>
<w:wrap type="square"/>
</v:shape><![endif]--><!--[if !vml]--><!--[endif]--><span style="color: #4c4c4c;"><span style="font-family: Arial, Helvetica, sans-serif;">The Twelve09 Condominiums at Preston and Charles Streets
in Midtown-Belvedere are an example of good midrise infill. Built atop a former
parking lot, this mixed-use building avoids the blank wall effect along Charles
Street by using a retail liner (built out to the sidewalk) to conceal the
structured parking in the center of the block. The building's facade also
employs numerous details, like bays and balconies, to maintain pedestrian
interest.<o:p></o:p></span></span></div>
<div class="MsoNormal">
<br /></div>
<div class="MsoNormal">
<table cellpadding="0" cellspacing="0" class="tr-caption-container" style="float: left; margin-right: 1em; text-align: left;"><tbody>
<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjMcOgiD74WfJP7Js-_kEVKS1fo6nmpg92M99b8iajInmPVMCzmDOj76k9io4Qf84JGmrhk_gr0eoT4r0_fPHBobGdSNSlHAuLaWfnsN0nO9anGfLOOHhUf7Qt5arQNgDVMImojFCZYWVE/s1600/Twelve09Condos.jpg" imageanchor="1" style="clear: left; margin-bottom: 1em; margin-left: auto; margin-right: auto;"><img border="0" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjMcOgiD74WfJP7Js-_kEVKS1fo6nmpg92M99b8iajInmPVMCzmDOj76k9io4Qf84JGmrhk_gr0eoT4r0_fPHBobGdSNSlHAuLaWfnsN0nO9anGfLOOHhUf7Qt5arQNgDVMImojFCZYWVE/s400/Twelve09Condos.jpg" height="300" width="400" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;">The Twelve09 Condominiums in Midtown-Belvedere</td></tr>
</tbody></table>
<span style="color: #4c4c4c;"><span style="font-family: Arial, Helvetica, sans-serif;">But again, while the building's
Charles Street facade is quite good, its Preston Street facade could be better.
The retail liner along Charles “turns the corner” onto Preston, but then it
abruptly gives way to a first-floor facade with nothing but ventilation
grilles, services doors, and an entrance to the parking garage. This
infrastructure could have been placed along the rear alley (Lovegrove Street)
instead, which would have allowed additional storefronts to line Preston
Street.<o:p></o:p></span></span></div>
<div class="MsoNormal">
<br /></div>
<div class="MsoNormal">
<table cellpadding="0" cellspacing="0" class="tr-caption-container" style="float: right; margin-left: 1em; text-align: right;"><tbody>
<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEht_HQqSe2-eCkB58cdhyEWQJsFjRPE2bHEKSfJLFo_F-1MOoNoLZpmvyVov6W384UU0Rnnt8Vx6woofygvr0KOZAJyRhWMwyei6FwZnwFaJ40KjFTIlGkrOaNKeuU5SeaxwIlbMD-F574/s1600/HamburgPerimeterBlocks.jpg" imageanchor="1" style="clear: left; margin-bottom: 1em; margin-left: auto; margin-right: auto;"><img border="0" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEht_HQqSe2-eCkB58cdhyEWQJsFjRPE2bHEKSfJLFo_F-1MOoNoLZpmvyVov6W384UU0Rnnt8Vx6woofygvr0KOZAJyRhWMwyei6FwZnwFaJ40KjFTIlGkrOaNKeuU5SeaxwIlbMD-F574/s320/HamburgPerimeterBlocks.jpg" height="240" width="320" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;">Perimeter blocks in Hamburg, Germany</td></tr>
</tbody></table>
<span style="font-family: Arial, Helvetica, sans-serif;"><span style="color: #4c4c4c;"></span></span><br />
<span style="font-family: Arial, Helvetica, sans-serif;"><span style="color: #4c4c4c;"></span></span>
<span style="font-family: Arial, Helvetica, sans-serif;"><span style="color: #4c4c4c;">Finally, I think t</span><!--[if gte vml 1]><v:shape
id="_x0000_s1030" type="#_x0000_t202" style='position:absolute;margin-left:134.2pt;
margin-top:3.35pt;width:297.7pt;height:232.4pt;z-index:251659776;
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mso-position-vertical-relative:text' stroked="f">
<v:fill color2="black"/>
<v:textbox inset="0,0,0,0">
<![if !mso]>
<table cellpadding=0 cellspacing=0 width="100%">
<tr>
<td><![endif]>
<div>
<p class=Illustration align=center style='margin:0in;margin-bottom:.0001pt;
text-align:center'>
<v:shape id="_x0000_i1029" type="#_x0000_t75" style='width:297.75pt;
height:223.5pt' filled="t">
<v:fill color2="black"/>
<v:imagedata src="file:///C:\Users\Stu\AppData\Local\Temp\msohtmlclip1\01\clip_image009.jpg"
o:title=""/>
</v:shape><span style='font-size:8.0pt;font-family:"Tahoma","sans-serif";
mso-bidi-font-family:Mangal;color:#4C4C4C;font-style:normal'>Perimeter
blocks in Hamburg, Germany.<o:p></o:p></span></p>
</div>
<![if !mso]></td>
</tr>
</table>
<![endif]></v:textbox>
<w:wrap type="square"/>
</v:shape><![endif]--><!--[if !vml]--></span><!--[endif]--><span style="color: #4c4c4c;"><span style="font-family: Arial, Helvetica, sans-serif;">he Hilton
superblock next to Camden Yards is an example of “meh” highrise infill.
Although it was built atop former parking lots, some of the complex's
street-level facades offer little to the pedestrian. True, the eastern block
offers several restaurants, but the western block's southern facade offers only
blank walls, grilles, and garage doors – right across from Camden Yards! I
think these shortcomings could have been avoided if the Hilton had been built
in a perimeter block format (see right): one or two portals leading to a
central “backstage” area would have eliminated the need for dispersed service
doors, garage doors, and other infrastructure on the perimeter, leaving it free
for pedestrian-friendly programming.<o:p></o:p></span></span></div>
<div class="MsoNormal">
<br /></div>
<div class="MsoNormal">
<b><span style="font-family: Arial, Helvetica, sans-serif;">What if a parking lot or vacant lot
can't be infilled?<o:p></o:p></span></b></div>
<div class="MsoNormal">
<span style="color: #4c4c4c;"><span style="font-family: Arial, Helvetica, sans-serif;">It would be ideal to infill as many
parking lots as possible, but for various reasons some parking lots can't be
infilled, at least not right away. How can we mitigate their border vacuums in
the meantime?<o:p></o:p></span></span></div>
<div class="MsoNormal">
<br /></div>
<div class="MsoNormal">
<span style="font-family: Arial, Helvetica, sans-serif;"><span style="color: #4c4c4c;">The conventional strategy for
shielding pedestrians from parking lots is to enclose them with low walls. But
these boring walls do nothing to enliven the street. It may be preferable to
enclose parking lots with </span><a href="http://bettercities.net/places/places_building/mashpee-commons-liner-buildings">liner
buildings</a><span style="color: #4c4c4c;">. Even narrow liner buildings can
accommodate mixed uses or rowhouses. It's also possible to redesign parking
lots as </span><a href="http://www.flickr.com/photos/8682461@N04/3923532130/">multipurpose
plazas</a><span style="color: #4c4c4c;">. That is, the lots could be
enclosed, paved, planted, and furnished in a manner such that they could be
used as public rooms in which cars would be permitted to park when there is
little activity. (For example, perhaps someday the Waverly Farmer's Market
parking lot could be improved this way.)<o:p></o:p></span></span></div>
<div class="MsoNormal">
<br /></div>
<div class="MsoNormal">
<span style="color: #4c4c4c;"><span style="font-family: Arial, Helvetica, sans-serif;">It's not always possible to infill
some vacant lots either. If the infill demand isn't there yet, how can we
mitigate their border vacuums in the meantime?<o:p></o:p></span></span></div>
<div class="MsoNormal">
<br /></div>
<div class="MsoNormal">
<span style="font-family: Arial, Helvetica, sans-serif;"><span style="color: #4c4c4c;">Some vacant lots can be turned into
community gardens, patios, side-porches, and parklets, and the “missing tooth”
appearance can be remedied by </span><a href="http://cbp.arc.miami.edu/Publications/ResearchPDFs/Phil%20Langdon%20Report.pdf#page=28">extending
the street wall across them</a><span style="color: #4c4c4c;"> (see pages
28-32). Nevertheless, these strategies have their limits. Turning too many
vacant lots into parklets risks diluting recreational activity – and
maintenance efforts – over too large an area; it's better to concentrate that
activity in a handful of parklets.<o:p></o:p></span></span></div>
<div class="MsoNormal">
<br /></div>
<div class="MsoNormal">
<span style="color: #4c4c4c;"><span style="font-family: Arial, Helvetica, sans-serif;">The next installment will discuss
solutions for more at-grade borders (like arterial roads). Subsequent posts
will discuss solutions for sunken borders (like highway and railroad trenches),
elevated borders (like highway viaducts and railroad embankments),
congregational borders (like arenas, sports facilities, and convention
centers), superblock borders (like hotel, office, and parking complexes),
Radiant City/Garden City borders (like tower-in-the-park housing projects,
garden apartment housing projects, office parks, strip malls, and big-box
facilities), campus borders (like hospital and university complexes),
recreational borders (like parks and cemeteries), and various other borders
(like prisons), so stay tuned!</span></span><o:p></o:p><br />
<span style="color: #4c4c4c;"><span style="font-family: Arial, Helvetica, sans-serif;"><br /></span></span>
<span style="color: #4c4c4c;"><span style="font-family: Arial, Helvetica, sans-serif;">- Marc Szarkowski</span></span><br />
<div class="MsoNormal">
<span style="color: #4c4c4c; font-family: "Tahoma","sans-serif"; font-size: 10.0pt; mso-bidi-font-family: Mangal;"><o:p></o:p></span></div>
</div>
Unknownnoreply@blogger.com3tag:blogger.com,1999:blog-5002063867697164499.post-38803098876469502342013-02-20T07:30:00.003-08:002014-10-17T05:39:46.226-07:00Baltimore's Border Vacuums<br />
<div class="MsoNormal">
<span style="color: #4c4c4c; font-family: Arial, Helvetica, sans-serif;">Many of Jane Jacobs' ideas –
particularly the need for cities to have mixed-use districts and “eyes on the
street” – are well known by now. But the sheer density of ideas (no pun
intended) in </span><i style="color: #4c4c4c; font-family: Arial, Helvetica, sans-serif;">The Death and Life of Great American Cities</i><span style="color: #4c4c4c; font-family: Arial, Helvetica, sans-serif;"> is such that
many of her poignant concepts are still overlooked. One such concept that I
think deserves more attention, particularly in Baltimore, is the danger of
creating what Jacobs called “border vacuums.”</span></div>
<div class="MsoNormal">
<br /></div>
<table cellpadding="0" cellspacing="0" class="tr-caption-container" style="float: left; margin-right: 1em; text-align: left;"><tbody>
<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEiRj16C7hMlHNLLw1MRfdnDtMSEKhyYei106toTvZHRjCNhGOmwO6aQuL_HcYv-qc_yL__F-PzGxIImeb7xYxDpNhoKIRH_PjQENj_dA_PaABijcDqNvQ23WddqVWDuwW2xqub4lDex4rU/s1600/HighwayToNowhere_Large.jpg" imageanchor="1" style="clear: left; margin-bottom: 1em; margin-left: auto; margin-right: auto;"><img border="0" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEiRj16C7hMlHNLLw1MRfdnDtMSEKhyYei106toTvZHRjCNhGOmwO6aQuL_HcYv-qc_yL__F-PzGxIImeb7xYxDpNhoKIRH_PjQENj_dA_PaABijcDqNvQ23WddqVWDuwW2xqub4lDex4rU/s320/HighwayToNowhere_Large.jpg" height="240" width="320" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;"><div align="center" class="Illustration" style="margin: 0in 0in 0.0001pt;">
<span style="color: #4c4c4c; font-family: Tahoma, sans-serif; font-size: 8pt;">The Highway to
Nowhere is Baltimore's most notorious border vacuum.<o:p></o:p></span></div>
</td></tr>
</tbody></table>
<div class="MsoNormal">
<b><span style="font-family: Arial, Helvetica, sans-serif;">What is a border?</span> </b></div>
<div class="MsoNormal">
<span style="color: #4c4c4c; font-family: Arial, Helvetica, sans-serif;"><br /></span></div>
<div class="MsoNormal">
<span style="color: #4c4c4c; font-family: Arial, Helvetica, sans-serif;">In</span><i style="color: #4c4c4c; font-family: Arial, Helvetica, sans-serif;"> </i><span style="color: #4c4c4c; font-family: Arial, Helvetica, sans-serif;">Chapter 14 (“</span><i style="color: #4c4c4c; font-family: Arial, Helvetica, sans-serif;">The Curse
of Border Vacuums”)</i><span style="color: #4c4c4c; font-family: Arial, Helvetica, sans-serif;"> Jacobs defined a border as the perimeter of a large
single-use territory or corridor (often a transportation corridor). Some common
transportation borders are railroads, highways, and arterial roads. Some common
territorial (institutional) borders are university and hospital campuses,
office parks, housing projects, superblocks, strip malls, and sports and
convention facilities.</span></div>
<div class="MsoNormal">
<br /></div>
<div class="separator" style="clear: both; text-align: center;">
</div>
<div class="MsoNormal">
<b><span style="font-family: Arial, Helvetica, sans-serif;">How do borders create vacuums?<o:p></o:p></span></b></div>
<div class="MsoNormal">
<span style="color: #4c4c4c;"><span style="font-family: Arial, Helvetica, sans-serif;">As Jacobs goes on to discuss,
despite the usefulness of the transportation corridors and institutions in
question, their peripheries pose some very real problems:<o:p></o:p></span></span></div>
<div class="MsoNormal">
<br /></div>
<div class="MsoNormal" style="margin-left: .5in; mso-list: l0 level1 lfo1; tab-stops: list .5in; text-indent: -.25in;">
<!--[if !supportLists]--><span style="font-family: Arial, Helvetica, sans-serif;"><span style="color: #4c4c4c;">·
</span><!--[endif]--><span style="color: #4c4c4c;">Transportation corridors like
railroads, highways, and arterial roads tend to form “Chinese walls” because
there are limited opportunities for crossing them to get from one district to
another. Even if there are passages underneath elevated sections or bridges
over sunken sections, the crossings are often so unpleasant (or perceived to be
dangerous) that they discourage casual crossing. Many corridors thus tend to
disrupt the <i>continuity</i> of the urban fabric, and the resulting
fragmented/isolated neighborhoods can lose their economic and social
connections with the rest of the city. <o:p></o:p></span></span></div>
<div class="MsoNormal">
<br /></div>
<div class="MsoNormal" style="margin-left: .5in; mso-list: l0 level1 lfo1; tab-stops: list .5in; text-indent: -.25in;">
<!--[if !supportLists]--><span style="font-family: Arial, Helvetica, sans-serif;"><span style="color: #4c4c4c;">·
</span><!--[endif]--><span style="color: #4c4c4c;">Large single-use institutional areas
also tend to dampen our desire to cross them to get to another urban district: <i>“Housing
projects are examples of this. Project people cross [the border] back and forth
[but] the adjoining people stay strictly over on their side of the border and
treat the line as a dead end (261).”<o:p></o:p></i></span></span></div>
<div class="MsoNormal">
<br /></div>
<div class="MsoNormal" style="margin-left: .5in; mso-list: l0 level1 lfo1; tab-stops: list .5in; text-indent: -.25in;">
<!--[if !supportLists]--><span style="font-family: Arial, Helvetica, sans-serif;"><span style="color: #4c4c4c;">·
</span><!--[endif]--><span style="color: #4c4c4c;">Some borders eventually behave like
gangrene, gradually deadening the streets and blocks around them: <i>“The root
trouble with borders is that they are apt to form dead ends for most users of
city streets. Consequently, the streets that [go to] a border are bound to be
deadened places. They fail to get a by-the-way circulation of people going
beyond them in the direction of the border because few are going to that
Beyond. A kind of running-down process is set in motion (259).” <o:p></o:p></i></span></span></div>
<div class="MsoNormal">
<br /></div>
<div class="MsoNormal" style="margin-left: .5in; mso-list: l0 level1 lfo1; tab-stops: list .5in; text-indent: -.25in;">
<!--[if !supportLists]--><span style="font-family: Arial, Helvetica, sans-serif;"><span style="color: #4c4c4c;">·
</span><!--[endif]--><span style="color: #4c4c4c;">A city may be able to overcome a few
scattered borders (a parking lot, a vacant lot, a vacant building, a
blank-walled building, or a 9-to-5 office tower here and there), but even
these, if they aggregate into larger groups, can become formidable border
vacuums: <i>“Wherever a significant “dead place” appears on a downtown street,
it causes a drop in the intensity of foot circulation there. Sometimes the drop
is so serious economically that business declines to one side or the other of
the dead place. The role of the dead place as a geographic obstacle has
overcome its role as a contributor of users (263).”<o:p></o:p></i></span></span></div>
<div class="MsoNormal">
<br /></div>
<table cellpadding="0" cellspacing="0" class="tr-caption-container" style="float: left; margin-right: 1em; text-align: left;"><tbody>
<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEiXPRvTW4O7zutHmdG14YEr6g6FCILRxm1GDgUH1euvNThHmM7BjWQfsz87sFVlnZ-GjNXwLXAU-giV0Hi1tN4xMgpTPOG4VXk1-mDPokwUDi1u3mY_y3x-Yn-NtUQFt1gSEDBSnSyWbJY/s1600/InnerHarbor1960_Large.jpg" imageanchor="1" style="clear: left; margin-bottom: 1em; margin-left: auto; margin-right: auto;"><img border="0" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEiXPRvTW4O7zutHmdG14YEr6g6FCILRxm1GDgUH1euvNThHmM7BjWQfsz87sFVlnZ-GjNXwLXAU-giV0Hi1tN4xMgpTPOG4VXk1-mDPokwUDi1u3mY_y3x-Yn-NtUQFt1gSEDBSnSyWbJY/s320/InnerHarbor1960_Large.jpg" height="240" width="320" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;"><span style="color: #4c4c4c; font-family: "Tahoma","sans-serif"; font-size: 8.0pt; mso-ansi-language: EN-US; mso-bidi-font-family: Mangal; mso-bidi-language: HI; mso-fareast-font-family: SimSun; mso-fareast-language: HI; mso-font-kerning: .5pt;">The Inner Harbor narrowly avoided becoming another border
vacuum.</span></td></tr>
</tbody></table>
<div class="MsoNormal">
<span style="font-family: Arial, Helvetica, sans-serif;"><span style="color: #4c4c4c;">However, s</span><!--[if gte vml 1]><v:shape
id="_x0000_s1027" type="#_x0000_t202" style='position:absolute;margin-left:0;
margin-top:.7pt;width:299.55pt;height:234.25pt;z-index:251656704;
mso-wrap-distance-left:0;mso-wrap-distance-top:0;mso-wrap-distance-right:18pt;
mso-wrap-distance-bottom:10.8pt;mso-position-horizontal:absolute;
mso-position-horizontal-relative:text;mso-position-vertical:absolute;
mso-position-vertical-relative:text' stroked="f">
<v:fill color2="black"/>
<v:textbox inset="0,0,0,0">
<![if !mso]>
<table cellpadding=0 cellspacing=0 width="100%">
<tr>
<td><![endif]>
<div>
<p class=Illustration align=center style='margin:0in;margin-bottom:.0001pt;
text-align:center'>
<v:shape id="_x0000_i1026" type="#_x0000_t75" style='width:300pt;
height:225pt' filled="t">
<v:fill color2="black"/>
<v:imagedata src="file:///C:\Users\Stu\AppData\Local\Temp\msohtmlclip1\01\clip_image003.jpg"
o:title=""/>
</v:shape><span style='font-size:8.0pt;font-family:"Tahoma","sans-serif";
mso-bidi-font-family:Mangal;color:#4C4C4C;font-style:normal'>The Inner
Harbor narrowly avoided becoming another border vacuum.<o:p></o:p></span></p>
</div>
<![if !mso]></td>
</tr>
</table>
<![endif]></v:textbox>
<w:wrap type="square"/>
</v:shape><![endif]--><!--[if !vml]--><!--[endif]--><span style="color: #4c4c4c;">ome borders <i>can</i>
become very desirable. The Inner Harbor had devolved into a border vacuum by
the early 1970s, but by “activating the edge” with recreational attractions, the
city turned the waterfront into a vibrant area. But it was actually the
adjacent <i>context</i> of urban fabric that made this possible: Baltimore
ultimately left the waterfront's adjoining commercial and residential districts
intact rather than separating them with highways.<o:p></o:p></span></span></div>
<div class="MsoNormal">
<br /></div>
<div class="MsoNormal">
<span style="color: #4c4c4c;"><span style="font-family: Arial, Helvetica, sans-serif;">Had the highways been built – as was
the case in so many other cities now trying to revive their isolated waterfront
scraps – the waterfront border vacuum would likely have become worse because
the city would not have been able to activate the edge with the fabrics of
Federal Hill, Otterbein, Downtown, Fell's Point, and Canton.<o:p></o:p></span></span></div>
<div class="MsoNormal">
<br /></div>
<div class="MsoNormal">
<span style="color: #4c4c4c;"><span style="font-family: Arial, Helvetica, sans-serif;">I should point out – and Jacobs does
this herself – that this is <i>not</i> an issue of “borders = bad and
unnecessary.” That would be an extremely simplistic argument. After all, if
institutional and transportation borders didn't fulfill a purpose, they
wouldn't be there in the first place: <i>“Many of them are most important to
cities. A big city needs universities and large medical centers. A city needs
railroads and expressways. The point is hardly to disdain such facilities or to
minimize their value. Rather, the point is to recognize that they are mixed
blessings. If we can counter their destructive effects, these facilities will
themselves be better served (265).”<o:p></o:p></i></span></span></div>
<div class="MsoNormal">
<br /></div>
<div class="MsoNormal">
<span style="color: #4c4c4c;"><span style="font-family: Arial, Helvetica, sans-serif;">Likewise, when I discuss specific
Baltimore transportation and institutional border vacuums below, my intention
is <i>not</i> to criticize the institutions or transportation amenities
themselves, but merely to acknowledge their (often unintentional) vacuum side
effects and to explore strategies for fixing them.<o:p></o:p></span></span></div>
<div class="MsoNormal">
<br /></div>
<div class="MsoNormal">
<!--[if gte vml 1]><v:shape id="_x0000_s1028" type="#_x0000_t202"
style='position:absolute;margin-left:132.4pt;margin-top:.7pt;width:299.55pt;
height:234.25pt;z-index:251657728;mso-wrap-distance-left:18pt;
mso-wrap-distance-top:0;mso-wrap-distance-right:0;mso-wrap-distance-bottom:10.8pt;
mso-position-horizontal:absolute;mso-position-horizontal-relative:text;
mso-position-vertical:absolute;mso-position-vertical-relative:text' stroked="f">
<v:fill color2="black"/>
<v:textbox inset="0,0,0,0">
<![if !mso]>
<table cellpadding=0 cellspacing=0 width="100%">
<tr>
<td><![endif]>
<div>
<p class=Illustration align=center style='margin:0in;margin-bottom:.0001pt;
text-align:center'>
<v:shape id="_x0000_i1027" type="#_x0000_t75" style='width:300pt;
height:225pt' filled="t">
<v:fill color2="black"/>
<v:imagedata src="file:///C:\Users\Stu\AppData\Local\Temp\msohtmlclip1\01\clip_image005.jpg"
o:title=""/>
</v:shape><span style='font-size:8.0pt;font-family:"Tahoma","sans-serif";
mso-bidi-font-family:Mangal;color:#4C4C4C;font-style:normal'>A map of
central Baltimore's border vacuums shaded by intensity.<o:p></o:p></span></p>
</div>
<![if !mso]></td>
</tr>
</table>
<![endif]></v:textbox>
<w:wrap type="square"/>
</v:shape><![endif]--><!--[if !vml]--><!--[endif]--><b><span style="font-family: Arial, Helvetica, sans-serif;">How have border
vacuums affected Baltimore?<o:p></o:p></span></b></div>
<div class="separator" style="clear: both; text-align: center;">
<a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjN8NyB3QIvNwSLncjcHvt_QowL7ZQOH55BqzWF0skgmYSQfPCL-l_u8jBwcCv5L943S_bS9NV16xeUXZeQ93Mly69IOFB4Jc5PcaayGEtR-d2ccW3P744x1Jnir9r3zvOHPD3zpHNE67I/s1600/BorderVacuumMap_Large.jpg" imageanchor="1" style="clear: right; float: right; margin-bottom: 1em; margin-left: 1em;"><img border="0" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjN8NyB3QIvNwSLncjcHvt_QowL7ZQOH55BqzWF0skgmYSQfPCL-l_u8jBwcCv5L943S_bS9NV16xeUXZeQ93Mly69IOFB4Jc5PcaayGEtR-d2ccW3P744x1Jnir9r3zvOHPD3zpHNE67I/s400/BorderVacuumMap_Large.jpg" height="400" width="291" /></a></div>
<div class="MsoNormal">
<span style="color: #4c4c4c;"><span style="font-family: Arial, Helvetica, sans-serif;">I created the map on the right to
highlight central Baltimore's most commonly perceived border vacuums. Several
are worth discussing in detail:<o:p></o:p></span></span></div>
<div class="MsoNormal">
<br /></div>
<div class="MsoNormal">
<span style="color: #4c4c4c;"><span style="font-family: Arial, Helvetica, sans-serif;">It's hard to extend the fabric of
promising neighborhoods if they're hemmed in by so many border vacuums. For
example, it's currently impossible for revitalization to spread north from
Jonestown and Pleasant View Gardens across the combination of parking lots, the
Post Office complex, the Oldtown Mall (whose tiny Stirling Street hamlet can't
expand either), the prison complex, and the surrounding housing projects. <o:p></o:p></span></span></div>
<div class="MsoNormal">
<br /></div>
<div class="MsoNormal">
<span style="color: #4c4c4c;"><span style="font-family: Arial, Helvetica, sans-serif;">Revitalization can't spread east
from Midtown across the JFX barrier to Johnston Square either, and even with five
bridge connections across the JFX and the Northeast Corridor, the
revitalization in Station North has been agonizingly sluggish and uneven
(Station North also has the additional barriers of North Avenue and Greenmount
Cemetery).<o:p></o:p></span></span></div>
<div class="MsoNormal">
<br /></div>
<div class="MsoNormal">
<span style="color: #4c4c4c;"><span style="font-family: Arial, Helvetica, sans-serif;">Also note how MLK Boulevard and its
associated institutional vacuums (State Center and the McCulloh Homes in
particular) prevent a stronger connection between Bolton Hill/Upton and Seton
Hill/Mt. Vernon/Midtown. The MLK border vacuum continues south across the
Highway to Nowhere (itself an infamous border vacuum) to separate Poppleton
from downtown. There's been disappointingly little revitalization in West
Baltimore despite the generous outpouring of funds over the years, and there
probably will be no meaningful revitalization until the MLK border vacuum and
its connecting/associated border vacuums are dissolved.<o:p></o:p></span></span></div>
<div class="MsoNormal">
<br /></div>
<table cellpadding="0" cellspacing="0" class="tr-caption-container" style="float: left; margin-right: 1em; text-align: left;"><tbody>
<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjxyz3g8kLtjkcAARp22sIPLnENKwcwxHvjum9_hsdg7DY0Dnvg2xEumX9et87R8PFL4Q2dynB5BJCIoRRZmL2hB6Ch7RFHRCXFIyqCZVoDWB6mNmBbDdaICacCPspo84qCbt0qnt2XNTw/s1600/NorthAvenue1950_Large.jpg" imageanchor="1" style="clear: left; margin-bottom: 1em; margin-left: auto; margin-right: auto;"><img border="0" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjxyz3g8kLtjkcAARp22sIPLnENKwcwxHvjum9_hsdg7DY0Dnvg2xEumX9et87R8PFL4Q2dynB5BJCIoRRZmL2hB6Ch7RFHRCXFIyqCZVoDWB6mNmBbDdaICacCPspo84qCbt0qnt2XNTw/s320/NorthAvenue1950_Large.jpg" height="240" width="320" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;"><span style="color: #4c4c4c; font-family: "Tahoma","sans-serif"; font-size: 8.0pt; mso-ansi-language: EN-US; mso-bidi-font-family: Mangal; mso-bidi-language: HI; mso-fareast-font-family: SimSun; mso-fareast-language: HI; mso-font-kerning: .5pt;">North Avenue was once a vibrant “seam.”</span></td></tr>
</tbody></table>
<div class="MsoNormal">
<!--[if gte vml 1]><v:shape id="_x0000_s1029" type="#_x0000_t202"
style='position:absolute;margin-left:.75pt;margin-top:3.3pt;width:299.55pt;
height:234.25pt;z-index:251658752;mso-wrap-distance-left:0;
mso-wrap-distance-top:0;mso-wrap-distance-right:18pt;
mso-wrap-distance-bottom:10.8pt;mso-position-horizontal:absolute;
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mso-position-vertical-relative:text' stroked="f">
<v:fill color2="black"/>
<v:textbox inset="0,0,0,0">
<![if !mso]>
<table cellpadding=0 cellspacing=0 width="100%">
<tr>
<td><![endif]>
<div>
<p class=Illustration align=center style='margin:0in;margin-bottom:.0001pt;
text-align:center'>
<v:shape id="_x0000_i1028" type="#_x0000_t75" style='width:300pt;
height:225pt' filled="t">
<v:fill color2="black"/>
<v:imagedata src="file:///C:\Users\Stu\AppData\Local\Temp\msohtmlclip1\01\clip_image007.jpg"
o:title=""/>
</v:shape><span style='font-size:8.0pt;font-family:"Tahoma","sans-serif";
mso-bidi-font-family:Mangal;color:#4C4C4C;font-style:normal'>North Avenue
was once a vibrant “seam.”<o:p></o:p></span></p>
</div>
<![if !mso]></td>
</tr>
</table>
<![endif]></v:textbox>
<w:wrap type="square"/>
</v:shape><![endif]--><!--[if !vml]--><!--[endif]--><span style="color: #4c4c4c;"><span style="font-family: Arial, Helvetica, sans-serif;">One
particularly interesting border vacuum is the section of North Avenue between
the JFX and Eutaw Place. In 1950 this stretch of North Avenue was narrower, it
had more intersections with cross streets (and thus smaller blocks more
appealing to pedestrians), and it was enclosed with mixed-use buildings.
Although it was an important avenue and landmark, the North Avenue of 1950 was
not a barrier. It was what Jacobs, citing Kevin Lynch, called a “seam”: <i>“An
edge may be more than a barrier if some motion penetration is allowed through
it – if it is structured to some depth with the regions on either side. It then
becomes a seam rather than a barrier, a line of exchange along which two areas
are sewn together (267).” <o:p></o:p></i></span></span></div>
<div class="MsoNormal">
<br /></div>
<div class="MsoNormal">
<span style="color: #4c4c4c;"><span style="font-family: Arial, Helvetica, sans-serif;">That last phrase - “a line of
exchange” - perfectly described this section of North Avenue in 1950. Although
the neighborhoods to the north and south of this seam had their own distinct
identities, the commercial thread that wove them together (stores with
apartments above, movie theaters, and the streetcar line) made interaction easy
and pleasant.<o:p></o:p></span></span></div>
<div class="MsoNormal">
<br /></div>
<table cellpadding="0" cellspacing="0" class="tr-caption-container" style="float: right; margin-left: 1em; text-align: right;"><tbody>
<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEibAPXjVFsfW4oNwxgq3LU1WcJP24ggnQhqd6byy9qRhJMSvJ4M7Z2UQAFkvkn6bq3xhwnaCwdLgyhZnJte4i_Bx4YTJ_PX9a0luQ-zxmZhDTb4CQoXpBEONJ4BFKwJP0sP-ud4DuoyJ9I/s1600/NorthAvenueNow_Large.jpg" imageanchor="1" style="clear: right; margin-bottom: 1em; margin-left: auto; margin-right: auto;"><img border="0" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEibAPXjVFsfW4oNwxgq3LU1WcJP24ggnQhqd6byy9qRhJMSvJ4M7Z2UQAFkvkn6bq3xhwnaCwdLgyhZnJte4i_Bx4YTJ_PX9a0luQ-zxmZhDTb4CQoXpBEONJ4BFKwJP0sP-ud4DuoyJ9I/s320/NorthAvenueNow_Large.jpg" height="240" width="320" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;"><div align="center" class="Illustration" style="margin: 0in 0in 0.0001pt;">
<span style="color: #4c4c4c; font-family: Tahoma, sans-serif; font-size: 8pt;">The same section
of North Avenue has since devolved into a border vacuum.<o:p></o:p></span></div>
</td></tr>
</tbody></table>
<div class="MsoNormal">
<span style="font-family: Arial, Helvetica, sans-serif;"><span style="color: #4c4c4c;">What's this section of North Avenue
like today?</span><!--[if gte vml 1]><v:shape id="_x0000_s1030" type="#_x0000_t202"
style='position:absolute;margin-left:132.4pt;margin-top:4.25pt;width:299.55pt;
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mso-position-horizontal:absolute;mso-position-horizontal-relative:text;
mso-position-vertical:absolute;mso-position-vertical-relative:text' stroked="f">
<v:fill color2="black"/>
<v:textbox inset="0,0,0,0">
<![if !mso]>
<table cellpadding=0 cellspacing=0 width="100%">
<tr>
<td><![endif]>
<div>
<p class=Illustration align=center style='margin:0in;margin-bottom:.0001pt;
text-align:center'>
<v:shape id="_x0000_i1029" type="#_x0000_t75" style='width:300pt;
height:225pt' filled="t">
<v:fill color2="black"/>
<v:imagedata src="file:///C:\Users\Stu\AppData\Local\Temp\msohtmlclip1\01\clip_image009.jpg"
o:title=""/>
</v:shape><span style='font-size:8.0pt;font-family:"Tahoma","sans-serif";
mso-bidi-font-family:Mangal;color:#4C4C4C;font-style:normal'>The same
section of North Avenue has since devolved into a border vacuum.<o:p></o:p></span></p>
</div>
<![if !mso]></td>
</tr>
</table>
<![endif]></v:textbox>
<w:wrap type="square"/>
</v:shape><![endif]--><!--[if !vml]--><!--[endif]--><span style="color: #4c4c4c;"> It has devolved into a border vacuum so harsh
that it wouldn't be all that hyperbolic to describe it as the boundary between
two different countries. Almost everything in the above photo is gone: the
avenue was widened, the unifying central transit seam was pushed to the sides,
the mixed-use “street wall” urban fabric was obliterated, several intersections
and cross streets were removed, the resulting superblocks were filled with
parking lots and Radiant City complexes (such as Madison Park North, the
“Murder Mall”), and the periphery of the avenue was enclosed with fences,
berms, and shrubbery buffers. It is now a literal wall between Bolton Hill and
Reservoir Hill.<o:p></o:p></span></span></div>
<div class="MsoNormal">
<br /></div>
<div class="MsoNormal">
<span style="color: #4c4c4c;"><span style="font-family: Arial, Helvetica, sans-serif;">For some time now, people have
wished that Reservoir Hill would match or even exceed Bolton Hill in splendor.
It has grander rowhouses, after all, and it enjoys a proximity to splendid
Druid Hill Park (interestingly enough, <i>that</i> connection was also frayed
after WWII when Druid Park Lake Drive was built). Although there has been some
faint revitalization in pockets of Reservoir Hill (and note: mostly along streets
that still connect to Bolton Hill!), it too will probably not enjoy a comeback
until the North Avenue border vacuum is dissolved. <o:p></o:p></span></span></div>
<div class="MsoNormal">
<br /></div>
<div class="MsoNormal">
<span style="font-family: Arial, Helvetica, sans-serif;"><span style="background-color: white; color: #4c4c4c;">Unfortunately, recent infill projects along the northern edge of Bolton Hill, rather than reconnecting to Reservoir Hill, have turned their backs on it instead. The MICA Gateway dormitory offers a blank wall to North Avenue, and the Spicer's Run development, while it did a good job reconnecting to Eutaw Place, made no effort to reconnect to North Avenue either. While the fear over connecting to a crime-ridden corridor is understandable (more on this below), I'd argue that the crime in the corridor </span><span style="background-color: white; color: #4c4c4c;"><i>won't</i></span><span style="background-color: white; color: #4c4c4c;"> be overcome unless there are reconnection attempts on </span><span style="background-color: white; color: #4c4c4c;"><i>both</i></span><span style="background-color: white; color: #4c4c4c;"> sides. Paradoxically, fences and buffers only exacerbate the problem. </span></span></div>
<div class="MsoNormal">
<br /></div>
<div class="MsoNormal">
<span style="font-family: Arial, Helvetica, sans-serif;"><span style="color: #4c4c4c;">Many border vacuums around
Baltimore's stabler neighborhoods have been reinforced over the very
understandable fear of crime. Some of these border reinforcement strategies are
descendants of Oscar Newman's </span><a href="http://www.defensiblespace.com/book.htm">Defensible Space</a><span style="color: #4c4c4c;"> theory, and unfortunately some of his ideas conflict with the
effort to create continuous urban fabrics. While I strongly support Newman's
argument that “ownerless” public spaces, such as the grounds of Radiant City
projects, can induce crime and disorder due to their inability to support
natural surveillance (in this respect Newman's argument is identical to
Jacobs'), I think some of his solutions (urban cul-de-sacs and self-contained
mini-neighborhoods) may not be appropriate long-term strategies. A city of
gated neighborhoods eventually stops functioning as a city, and the gate
strategy doesn't really address the underlying roots of crime.<o:p></o:p></span></span></div>
<div class="MsoNormal">
<br /></div>
<div class="MsoNormal">
<b><span style="font-family: Arial, Helvetica, sans-serif;">Look what happens when there are no
border vacuums...<o:p></o:p></span></b></div>
<div class="MsoNormal">
<span style="color: #4c4c4c;"><span style="font-family: Arial, Helvetica, sans-serif;">Contrast the neighborhoods we
discussed above with the neighborhoods of south/southeast Baltimore: the lack
of border vacuums has allowed revitalization to flow freely from Otterbein to
Federal Hill and further south to Riverside and South Baltimore. Over the years
revitalization has also swept freely from Fell's Point to Upper Fell's Point to
Butcher's Hill, and it is now creeping into Washington Hill (perhaps
revitalization would have crept in even earlier if it hadn't been forced to
sidestep the Perkins Homes border vacuum) and Patterson Place. Revitalization
has also flowed east to Canton and Brewer's Hill, and it's now pushing into
Highlandtown, with stirrings of revitalization beginning to appear in Linwood.
It eventually will spread to McElderry Park and Ellwood Park if the
(comparatively minor) Pulaski Highway border vacuum is dissolved.<o:p></o:p></span></span></div>
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<br /></div>
<div class="MsoNormal">
<span style="color: #4c4c4c;"><span style="font-family: Arial, Helvetica, sans-serif;">Revitalization has been able to
spread freely across these neighborhoods – tying them together in the process –
because there are no border vacuums on the scale of those that divide and
surround the neighborhoods discussed earlier. If there had been the equivalent
of a North Avenue or a MLK Boulevard dividing, say, Canton from Highlandtown,
would revitalization have been able to spread as easily, or would it have
halted in Canton? <i>Encouraging continuity of the urban fabric is critically
important if Baltimore wants to have a unified and vibrant center city
district. </i>Because this strategy has not always been acknowledged, the city
has often (and unsurprisingly) resorted to the strategy of airlifting money
into isolated areas, with very little to show for it.<o:p></o:p></span></span></div>
<div class="MsoNormal">
<br /></div>
<div class="MsoNormal">
<span style="color: #4c4c4c;"><span style="font-family: Arial, Helvetica, sans-serif;">In the next installment on border
vacuums we'll look at strategies for dissolving them (from the cheap and simple
to the complex and pricey), and we'll see if/how these strategies could apply
to specific Baltimore border vacuums.</span></span><o:p></o:p></div>
<div class="MsoNormal">
<span style="color: #4c4c4c;"><span style="font-family: Arial, Helvetica, sans-serif;"><br /></span></span></div>
<div class="MsoNormal">
<span style="color: #4c4c4c; font-family: Arial, Helvetica, sans-serif;">- Marc Szarkowski</span></div>
Unknownnoreply@blogger.com7tag:blogger.com,1999:blog-5002063867697164499.post-17909203387868998202013-02-12T19:00:00.000-08:002013-02-12T19:00:10.839-08:00Transportation Funding in Maryland: Do or Die Time<span style="line-height: 200%;"> </span><span style="line-height: 200%;">It's
</span><a href="http://www.washingtonpost.com/local/trafficandcommuting/prince-georges-business-political-leaders-call-for-purple-line-funding/2012/10/25/140156e6-1ebf-11e2-9746-908f727990d8_story.html" style="line-height: 200%;">do
or die time</a><span style="line-height: 200%;"> for the Purple and Red light rail lines. If the legislature is
able to raise revenue for transportation during this legislative session, both
lines will probably get the federal funding they need and will go forward.
Should the legislature fail to raise revenue the federal funding that has
currently been allocated will run out and the feds will not fund any more work
on the rail lines.</span><br />
<div class="MsoNormal" style="line-height: 200%;">
<o:p></o:p></div>
<div class="MsoNormal" style="line-height: 200%;">
<a href="http://www.mdot.maryland.gov/Office_of_Finance/TransportationFund.html">According
to the Maryland Department of Transportation (MDOT)</a>, the Maryland
Transportation Trust Fund was established in 1971 and is funded through a
number of sources. These include corporate income taxes, vehicle titling taxes,
transit fares, MVA fees, and of course the gas tax (which interestingly enough <a href="http://www.mdot.maryland.gov/Office%20of%20Planning%20and%20Capital%20Programming/STIPandTIP/2013_STIP_Index/Figure_3_1.pdf">only
makes up about 20% of trust fund revenue</a>). According to MDOT, pooling all
transportation revenue into a single fund gives the state a great deal of
flexibility as to what it spends its transportation dollars on. The Maryland
Transportation Trust Fund is viewed as a national model for how to fund
transportation. <o:p></o:p></div>
<div class="MsoNormal" style="line-height: 200%;">
In
a sense, this flexibility is a good thing as there is an argument to be made
that policymakers should be able to spend the money as they wish. But there is
also a downside. Many transit agencies have their own dedicated source of money
that they can draw from. But both the MTA and WMATA must go to the legislature
each year for funding. Such a situation most likely creates uncertainty for
both organizations and may make long term budget planning difficult.
Furthermore, with such flexibility there is nothing to stop policymakers from
completely gutting transit funding and spending the money on wasteful highway
projects. <o:p></o:p></div>
<div class="MsoNormal" style="line-height: 200%;">
This
isn't just a theoretical situation. During the Ehrlich administration there was
a plan to redesign the bus system. This was known as the Greater Baltimore Bus
Initiative. While the need for a bus system redesign was (and still is) long
overdue, the Initiative was more about cutting the MTA's funding than it was
about creating a system that works for everyone. Eventually the Legislature had
to step in and prevent further changes to the MTA's route structure.<o:p></o:p></div>
<div class="MsoNormal" style="line-height: 200%;">
Having
the Trust Fund serve as the end all be all for transportation financing may
also make it difficult to raise revenue. Since the Trust Fund relies on revenue
throughout the state it must fund projects throughout the state. This means
that transportation projects have their futures intertwined with each other. Some
of these projects have more support and are of greater use than others. <o:p></o:p></div>
<div class="MsoNormal" style="line-height: 200%;">
There
are three components that increased revenue from the Transportation Trust Fund
will be spent on. The first component is the Purple Line. The Purple Line is a
light rail line through the DC suburbs that is <a href="http://www.actfortransit.org/purple_line.html">projected to carry about
69,000 people a day by 2030</a>. The only organized opposition to this project
comes from a country club in Chevy Chase worried about the effect it will have
on their precious golf course. Elected officials in Montgomery and Prince
George's County's are so determined to get the line built they have <a href="http://washingtonexaminer.com/montgomery-council-president-seeks-county-gas-tax-authority/article/2510160#.UPcBXydE6nd">even
considered instituting a regional gas tax</a> should the legislature fail to
shore up the Trust Fund.<o:p></o:p></div>
<div class="MsoNormal" style="line-height: 200%;">
The
second component consists of the Baltimore Red Line. Since the beginning of Red
Line planning, ridership projections have fluctuated around a bit but <a href="http://www.baltimoreredline.com/project-information/key-facts">the line
is currently projected to have about 50,000 passengers a day by 2030</a>. There
has been considerable opposition to the Red Line. While much of this opposition
has come from those more concerned about car lanes than anything else, many of
those opposed to the Red Line are true transit advocates. The reasons
pro-transit advocates oppose the Red Line are complex and are better discussed
at another time. Unlike in the DC suburbs, Baltimore's political leaders do not
have the same enthusiasm for the Red Line. The project is <a href="http://www.baltimoresun.com/news/maryland/politics/bs-md-city-agenda-20130103,0,4462273.story?fb_action_ids=10200153611033788&fb_action_types=og.recommends&fb_source=aggregation&fb_aggregation_id=288381481237582">little
more than a footnote when it come's to the city's agenda for this year's state
General Assembly</a> and Baltimore County Executive Kevin Kamenetz <a href="http://articles.baltimoresun.com/2013-01-08/news/bs-md-co-kamenetz-priorities-20130108_1_school-safety-county-executive-kevin-kamenetz-safety-measures">does
not even name the Red Line as a top transportation priority.</a><o:p></o:p></div>
<div class="MsoNormal" style="line-height: 200%;">
The
third component is made up of highway expansions. This component is just plain
stupid. <a href="http://streetswiki.wikispaces.com/Induced+Traffic">Due to the
phenomenon of induced traffic, more highway lanes only lead to more traffic. </a>For
some reason policymakers have yet to understand this proven concept. <o:p></o:p></div>
<div class="MsoNormal" style="line-height: 200%;">
All
of the above projects will rise and fall together even though they have varying
levels of merit and support. While the state should pay for a significant
portion of all transit projects, having it be the only source of funding may be
a mistake. If policymakers are serious about getting major transit projects it
may be time to consider regional sources of funding. These may include things
like regional payroll, income, sales, or property taxes. <o:p></o:p></div>
<div class="MsoNormal" style="line-height: 200%;">
More
regional funding could potentially mean more local control over the system. The
MTA is currently a state agency with local officials having no say in how the
system is run. Most other systems are independent authorities with their own
board of directors (which are often in part appointed by local officials). Such
an arrangement harms the ability of the MTA to do its mission. For example, the
MTA must follow state procurement procedures. This means that when the MTA is
making major investments they must first be approved by the MTA's own
procurement office, then MDOT headquarters, then the state Department of Budget
and Management, and finally the Board of Public Works. This is part of the
reason why it has taken the MTA six or seven years (and counting) to put in a
real-time arrival system.<o:p></o:p></div>
<div class="MsoNormal" style="line-height: 200%;">
Changing
the funding and governance structure transit in Baltimore will not be an easy
task. It will require strong efforts from both grassroots activists and more
establishment organizations like big business and large nonprofit
organizations. However, I do believe the benefits of such an arrangement could
be worthwhile. <o:p></o:p></div>
<div class="MsoNormal" style="line-height: 200%;">
<span style="line-height: 200%;">- Gregory Friedman</span></div>
<div class="MsoNormal" style="line-height: 200%;">
<span style="line-height: 200%;">NOTE: Shortly after I finished writing the draft for this blog post. Maryland Senate President Thomas V. “Mike Miller” </span><a href="http://www.washingtonpost.com/local/md-politics/miller-transportation-plan-would-allow-maryland-counties-to-levy-a-gas-tax/2013/01/24/4d3e196a-664c-11e2-9e1b-07db1d2ccd5b_story.html" style="line-height: 200%;">proposed a funding plan</a><span style="line-height: 200%;"> </span><span style="line-height: 200%;">similar to what I discuss below. These are potentially exciting times for transit in the Baltimore region.</span></div>
<div class="MsoNormal">
<br /></div>
<div class="MsoNormal">
<br /></div>
Unknownnoreply@blogger.com1tag:blogger.com,1999:blog-5002063867697164499.post-49743696979443518902012-04-03T14:15:00.000-07:002012-04-04T06:30:01.404-07:00Building a Better Cross Street Market<br />
<table cellpadding="0" cellspacing="0" class="tr-caption-container" style="float: right; margin-left: 1em; text-align: right;"><tbody>
<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEiIK8r4t2b7i-apzsUNmzNeLuT0TyGDPfzY7XinosNQVLCace0PkDxVsFYV1yhi6lEayaVZOzw8MyiD3HyVGfY1xu-d2cprw1KqKU3GAqDgAxrYCjxAVASYXsFp-37sa6GN5gRYk401b94/s1600/ViaDeiGiubbonari_Small.jpg" imageanchor="1" style="clear: right; margin-bottom: 1em; margin-left: auto; margin-right: auto;"><img border="0" height="240" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEiIK8r4t2b7i-apzsUNmzNeLuT0TyGDPfzY7XinosNQVLCace0PkDxVsFYV1yhi6lEayaVZOzw8MyiD3HyVGfY1xu-d2cprw1KqKU3GAqDgAxrYCjxAVASYXsFp-37sa6GN5gRYk401b94/s320/ViaDeiGiubbonari_Small.jpg" width="320" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;">Sketch of Via dei Giubbonari by Allan Jacobs</td></tr>
</tbody></table>
by Marc Szarkowski<br />
<br />
<a href="http://bettercities.net/news-opinion/blogs/allan-b-jacobs/17671/walking-street-spans-ages">There is a fascinating description</a> of the Via dei Giubbonari, one of Rome's intimate market streets, in Allan Jacobs' Great Streets:<br />
<br />
“Via dei Giubbonari has existed since ancient times. In the early morning the first sounds and activities are generated by the market at the Campo dei Fiori [at one end of the street]. Window shutters are opened and a few doors and window grates are opened at the bars. By midmorning the Via dei Giubbonari is crowded. Passing acquaintances see each other, stop, and talk for a few moments. Upper-floor shutters are likely to be open and a woman may appear, momentarily, to look down...<br />
<br />
Later in the afternoon there is a second opening of stores and a much larger crowd. This is the late afternoon-early evening stroll. If you stand in one place long enough you may see the same people pass two or three times; shopping, to be sure, but also meeting friends, talking, and strolling. At the Campo dei Fiori people meet and talk in small groups. Some children are kicking a football. There are families. Much later, after the restaurants and bars on the street close, Via dei Giubbonari is still.” (20-34)<br />
<br />
Baltimore is fortunate to have several public places that resonate with life on such a spiritually-gratifying level. Despite the pockets of street/market life throughout the city, too often it seems like many of the city's routine public activities occur behind closed doors, inside sealed special-event “facilities.”<br />
<br />
<b>CROSS STREET MARKET'S SHORTCOMINGS</b><br />
Cross Street Market is, unfortunately, just such a sealed public place. The active interior milieu is wonderful, but even with the modest entrance renovations of recent years, the market building is still a drab, dreary, practically windowless shed that offers no tantalizing peeks into the interior festivities. I think Federal Hill deserves a better market, one that could engage the surrounding streetscape (which could be improved itself) and serve as a prominent focal point for the community.<br />
<br />
What I find compelling about Jacobs' description of the Via dei Giubbonari is that each and every one of the streetscape traits he described could serve as inspiration for the design of almost any public building.<br />
<br />
<table cellpadding="0" cellspacing="0" class="tr-caption-container" style="float: left; margin-right: 1em; text-align: left;"><tbody>
<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgb2iMUZAaKsbTnDgAdFRj7jj0vB0tthmJUhOgg-IGwjFht6-hN0tUHINC4CBUtF23Gtp6_GviYN3wQTsO6qjxGAcpZOMycSB7GnAu5DQhpcX8nfRx_VVn_MdJmeJ6agCIPbQWiSSAX8nU/s1600/SitePlan_Small.jpg" imageanchor="1" style="clear: left; margin-bottom: 1em; margin-left: auto; margin-right: auto;"><img border="0" height="160" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgb2iMUZAaKsbTnDgAdFRj7jj0vB0tthmJUhOgg-IGwjFht6-hN0tUHINC4CBUtF23Gtp6_GviYN3wQTsO6qjxGAcpZOMycSB7GnAu5DQhpcX8nfRx_VVn_MdJmeJ6agCIPbQWiSSAX8nU/s400/SitePlan_Small.jpg" width="400" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;">Site plan of proposed market in existing context</td></tr>
</tbody></table>
What if Cross Street Market could be rebuilt to accommodate a similarly-permeable ambiance that had the ability to enliven the surrounding streets? The market is perfectly poised for a thorough redo – it may be a dismal shed, but it has convenient Circulator access and it's right in the middle of an intimate commercial district. I also attempted to incorporate several other commonly-discussed ideas for improving the market:<br />
<br />
<b>NEW STREETSCAPE</b><br />
<table cellpadding="0" cellspacing="0" class="tr-caption-container" style="float: right; margin-left: 1em; text-align: right;"><tbody>
<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEit1NfIuqUf21tgZrv5tKqyLpE3va9WkVICbhSWj2HbZgZORmpc6IAiIc0d8aKcFr4SVwspjoZoGhvL_cGWrV5rK_wsjIpuT1kZc9CdrPFfujG8KQ3v6nl7sflxa7bWUNiDRkNAFyQ_a6M/s1600/NewStreetscape_Small.jpg" imageanchor="1" style="clear: right; margin-bottom: 1em; margin-left: auto; margin-right: auto;"><img border="0" height="300" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEit1NfIuqUf21tgZrv5tKqyLpE3va9WkVICbhSWj2HbZgZORmpc6IAiIc0d8aKcFr4SVwspjoZoGhvL_cGWrV5rK_wsjIpuT1kZc9CdrPFfujG8KQ3v6nl7sflxa7bWUNiDRkNAFyQ_a6M/s400/NewStreetscape_Small.jpg" width="400" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;">Section of proposed market in improved Cross Street context</td></tr>
</tbody></table>
With some careful reconstruction of the existing streetscape, the proposed market could fit in a slightly-widened median without requiring any demolition of surrounding buildings. In fact, I strongly suggest filling in any “missing teeth” (gaps in the street wall) with new rowhouses/shopfronts, and adding additional floors atop any one-story buildings so Cross Street could feel comfortably enclosed. The street itself could even be rebuilt to offer intimate plazas in front of the market's entrances. The slight reduction of on-street parking could be compensated by increasing capacity at the nearby West Street parking garage.<br />
<br />
<b>DISSOLVED WALLS</b><br />
<table cellpadding="0" cellspacing="0" class="tr-caption-container" style="float: right; margin-left: 1em; text-align: right;"><tbody>
<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEi7SC5oB0Z6SMFgDRwsj9FQmfGQ0VUn9RAkCRtMl_gQ9umFNGor7EptYiKuQTd-NC7uJ4md4tuxvmi9dlh0laP_xdxHlazzB6fDc7yO9fweldUeszRNApOmEbPDBzrQ8whHkIOrLpigV-A/s1600/ModularArchitecture2_Small.jpg" imageanchor="1" style="clear: left; margin-bottom: 1em; margin-left: auto; margin-right: auto;"><img border="0" height="365" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEi7SC5oB0Z6SMFgDRwsj9FQmfGQ0VUn9RAkCRtMl_gQ9umFNGor7EptYiKuQTd-NC7uJ4md4tuxvmi9dlh0laP_xdxHlazzB6fDc7yO9fweldUeszRNApOmEbPDBzrQ8whHkIOrLpigV-A/s400/ModularArchitecture2_Small.jpg" width="400" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;">Section through proposed market's gallery</td></tr>
</tbody></table>
I rebuilt the market's blank side walls into a series of bays punctuated by windows and delivery doors. Two prominent and invitingly-open “headhouses” or grand entrances are positioned at both ends of the market (facing Charles and Light Streets) while a third headhouse intends to lure in the pedestrians walking down from the West Street garage. A covered arcade runs along the perimeter of the market and allows strolling pedestrians to glimpse various interior activities in a series of vignettes.<br />
<br />
<br />
<br />
<div class="separator" style="clear: both; text-align: center;">
</div>
<table align="center" cellpadding="0" cellspacing="0" class="tr-caption-container" style="margin-left: auto; margin-right: auto; text-align: center;"><tbody>
<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEiRmi2J0khnLq4qD_Pe4JuiBTYoeBdI-UmJjwZh44xrYRv14IQ7dTR6MS4gL7cojnaNcQDjMZxyQ3WATOpQf5lx3Hlcu4Tn5EjT-ui3yUXWj59bZMAETIuF1AzfbptzJtrb1_e4aHYZTTM/s1600/SecondFloor.jpg" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" height="250" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEiRmi2J0khnLq4qD_Pe4JuiBTYoeBdI-UmJjwZh44xrYRv14IQ7dTR6MS4gL7cojnaNcQDjMZxyQ3WATOpQf5lx3Hlcu4Tn5EjT-ui3yUXWj59bZMAETIuF1AzfbptzJtrb1_e4aHYZTTM/s400/SecondFloor.jpg" width="400" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;">Elevation, section, and floorplans of proposed market</td></tr>
</tbody></table>
<b>SECOND FLOOR</b><br />
An expanded market could accommodate additional market stalls to offer a wider range of merchandise and lure in a broader spectrum of people. Since I proposed dividing the market stalls with moveable partitions, portions of the second floor could also host various social activities - neighborhood meetings, temporary performances, festivals, clubs, and so on. The first floor could offer a mix of activities as well: market stalls, concession stalls (restaurants and bars), vending areas, and seating areas, among other activities.<br />
<br />
<b>NATURAL LIGHTING</b><br />
<table cellpadding="0" cellspacing="0" class="tr-caption-container" style="float: right; margin-left: 1em; text-align: right;"><tbody>
<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhsPj6zSr82LfydkIKL1tNSBDqOKr8zz_z_4_m_jJVElIAVJ2jAwIn7m2y-vObXVu-0s6NXBTC-AIZZ10Gshgy8HDXCHt4rJP7go4Zl0bz9WVzHmzm8XpBWJZQ9UldUti8w46_TDRpy65w/s1600/NaturalLighting_Small.jpg" imageanchor="1" style="clear: right; margin-bottom: 1em; margin-left: auto; margin-right: auto;"><img border="0" height="300" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhsPj6zSr82LfydkIKL1tNSBDqOKr8zz_z_4_m_jJVElIAVJ2jAwIn7m2y-vObXVu-0s6NXBTC-AIZZ10Gshgy8HDXCHt4rJP7go4Zl0bz9WVzHmzm8XpBWJZQ9UldUti8w46_TDRpy65w/s400/NaturalLighting_Small.jpg" width="400" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;">View of proposed market's interior</td></tr>
</tbody></table>
A dim, low-ceilinged public place is always a disappointment, and the existing market is a case in point. The proposed replacement offers a broad central dining/sitting/strolling gallery topped with a vaulted glass roof supported by steel or cast iron trusses. The vaulted glass roof and the facade’s many windows allow natural light to flood the market’s interior.<br />
<br />
<b>ARABBER STALLS</b><br />
What if Baltimore's arabber community had new, safe, clean places to stable horses and store delivery wagons? The proposed market offers several arabber stalls which, in addition to preserving and promoting the arabber culture in a prominent location, could encourage the market's merchants to improve their exposure/sales by wholesaling products to arabbers, who in turn could resell/deliver those products to surrounding neighborhoods.<br />
<br />
<b>MODULAR ARCHITECTURE</b><br />
<table cellpadding="0" cellspacing="0" class="tr-caption-container" style="float: left; margin-right: 1em; text-align: left;"><tbody>
<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEibGeXGeChcd2VTpnbxjaYKbXZorKSTr7CQvZtNfJ7ggFuotW_8zVPhqk-eqaQBIKE6vgAT0kfmbQ-Xj4o44kw_PoiLaYN7vA3WhNvEfprnXow8ZjoCIDUUz5zsUMXr91u5nv7QXtc4xw0/s1600/ModularArchitecture1_Small.jpg" imageanchor="1" style="clear: left; margin-bottom: 1em; margin-left: auto; margin-right: auto;"><img border="0" height="274" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEibGeXGeChcd2VTpnbxjaYKbXZorKSTr7CQvZtNfJ7ggFuotW_8zVPhqk-eqaQBIKE6vgAT0kfmbQ-Xj4o44kw_PoiLaYN7vA3WhNvEfprnXow8ZjoCIDUUz5zsUMXr91u5nv7QXtc4xw0/s320/ModularArchitecture1_Small.jpg" width="320" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;">Section through typical headhouse</td></tr>
</tbody></table>
The proposed market’s brick exterior seeks to complement the brick rowhouses of Federal Hill, but its oriental, bazaarlike architectural motifs and sea monsters allude to Baltimore's fascinating history as a beehive of commerce, shipping, trade, and exotic seafaring activity. And since money is the biggest obstacle facing any ambitious construction project, I attempted to incorporate several cost-saving strategies into the proposal: The market's repeating details and structural components, for example, could be mass-fabricated and quickly bolted together (like the appealing cast iron components in many 19th century buildings).<br />
<br />
<b>OTHER FEATURES</b><br />
I can't possibly cram all the proposed market's features into one blog post, so I invite readers to browse a full-size PDF of the proposal <a href="http://marc.szarkowski.us/4_Miscellaneous_Files/PortfolioAddendum_Marc_Szarkowski_CrossStreetMarket.pdf">here</a>. You can also read a more detailed description of the market on the proposal's <a href="http://www.flickr.com/photos/marcszar/sets/72157629542636731/">Flickr webpage</a>.<br />
<div>
<br /></div>Unknownnoreply@blogger.com1tag:blogger.com,1999:blog-5002063867697164499.post-92010079726692177162012-03-07T09:29:00.000-08:002012-03-07T09:29:40.740-08:00The Road to Complete Streets in Baltimore and BeyondIf you haven’t heard by now, a remarkable thing has just happened
in Baltimore. If it stands, it will long be remembered as a turning point in
local transportation history: Baltimore City transportation officials have selected
a “Complete Streets” configuration for Boston Street in conjunction with the
planned Red Line light rail line.<br />
<table align="center" cellpadding="0" cellspacing="0" class="tr-caption-container" style="margin-left: auto; margin-right: auto; text-align: center;"><tbody>
<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgAWmWbTAFDAi1nHpHZ_8l-4mdN7wJ0er9LMQrBCCxI39YSs0AS3DA6ehr5zmCEQeuzvh4DPwmDjGCnprWyLsGh-n1DiEMxTsQ6qBTIKAAsY70auhyrgMoYtAK8X80G7LmIVqhjqhuYsAw/s1600/boston+street+birds+eye.jpg" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" height="200" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgAWmWbTAFDAi1nHpHZ_8l-4mdN7wJ0er9LMQrBCCxI39YSs0AS3DA6ehr5zmCEQeuzvh4DPwmDjGCnprWyLsGh-n1DiEMxTsQ6qBTIKAAsY70auhyrgMoYtAK8X80G7LmIVqhjqhuYsAw/s400/boston+street+birds+eye.jpg" width="400" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;">Birds eye view of Boston Street (source: bing.com)</td></tr>
</tbody></table>
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What this means is that the current configuration of Boston
Street - which became a fast moving 4-lane, suburban-style arterial roadway about
twenty years ago - will eventually be transformed into a 2-lane urban waterfront
street with exclusive space for the light rail, bike lanes, and enhanced
pedestrian facilities and landscaping. The new configuration will calm traffic
along Boston Street by discouraging speeding, while encouraging more walking,
biking, outdoor lingering, café dining, and transit use along the corridor.</div>
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<b>A New Day</b></div>
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Selecting the Boston Street Completes Street option is a
testament to the courage and leadership of the Baltimore Department of Transportation
(BDOT), which, in recent years, has been willing to take some chances on progressive
initiatives aimed at making the city more livable and less traffic-dominated. </div>
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<br /></div>
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The idea of “Complete Streets” is simple: streets should
serve multiple modes of travel equitably, not just facilitate vehicle traffic
at the expense of everything else. <a href="http://www.completestreets.org/">A Complete Streets movement has emerged nationally</a> and is helping communities become safer, more attractive, and more
economically viable over the long term. Locally, the Baltimore City Council,
like a growing number of municipalities across the country, recently adopted a Complete
Streets Resolution. </div>
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BDOT’s commitment to Complete Streets principals has been
evident with recent initiatives that include creation of downtown bike/bus-only
lanes, green bike lanes, installation of <a href="http://en.wikipedia.org/wiki/Shared_lane_marking">shared bike lane symbols or sharrows</a>, a contra-flow bikes lane on <a href="http://www.baltimorebrew.com/2010/11/09/west-lanvale-street-contra-flow-bike-lane-completed-but-obstructed/">Lanvale</a> and <a href="http://www.bmorebikes.com/wp-content/uploads/2011/07/2011-07-BGP-Prep-014.jpg">Fawn</a> Streets, <a href="http://www.bmorebikes.com/guilford-bike-blvd-construction-progress/?utm_source=feedburner&utm_medium=feed&utm_campaign=Feed%3A+BikeBaltimore+%28Bike+Baltimore%29&utm_content=Google+Reader">a “bicycle boulevard” (the first on the East Coast!)currently under construction along Guilford Avenue</a>, and plans for an expanded
network of bicycle lanes and cycle tracks throughout the city. BDOT is even
developing a Complete Streets Guide to help formalize these progressive policy
and design practices.</div>
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<br /></div>
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Baltimore’s willingness to break free from the status quo by
implementing innovative Complete Streets policies that promote transit,
bicycling, and walkability should be nurtured and celebrated, as it can unlock
Baltimore’s potential as a national leader in sustainable urban living. </div>
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<br /></div>
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<b>Emerging Advocacy amid Stumbling Blocks</b></div>
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A key factor that has fostered BDOT’s ability to take a more
progressive approach is the increasing support among the general public for
complete streets and sustainable transportation infrastructure, particularly
for things like bike lanes and attractive surface transit that become an
integral and visible part of the public realm. New advocacy groups like <a href="http://red-line-now.com/">RedLine Now</a>, <a href="http://dbfam.org/">The Downtown Baltimore Family Alliance</a>, and a newly formed Baltimore
cycling advocacy organization, are all prime examples of the growing interest
in urban living that relies less on driving and creates more hospitable
environments for walking, cycling, and transit.<br />
<br /></div>
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<iframe allowfullscreen='allowfullscreen' webkitallowfullscreen='webkitallowfullscreen' mozallowfullscreen='mozallowfullscreen' width='320' height='266' src='https://www.youtube.com/embed/SKVLf41maKk?feature=player_embedded' frameborder='0'></iframe></div>
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<div style="text-align: center;">
<span style="font-size: x-small;">A growing trend: Grassroots support for sustainable transportation options (source: gobaltimoreredline.com)</span></div>
<br />
Despite its good efforts and intentions, BDOT can’t
implement these innovative projects without broad public support. This was
<a href="http://www.baltimorebrew.com/2011/10/24/monroe-street-bike-lane-gone-baby-gone/">starkly illustrated</a> last year when BDOT installed a bike lane on Monroe Street
in West Baltimore by removing one of the travel lanes. Despite the street
having a relatively low volume of car traffic, the bike lane was met with vocal
community opposition and the lane was subsequently removed. </div>
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<br /></div>
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Then, just last month, BDOT developed plans for a Complete
Streets makeover for Midtown Baltimore through the Cultural Arts District. The
plan included reducing vehicle travel lanes on Mt. Royal Avenue from 4 to 2 so
that bike lanes could be added. T<span class="apple-converted-space"><span style="font-family: Georgia, serif; font-size: 10pt;">he intention was to calm
traffic and improve safety, while promoting more cycling, walkability, and create
a better environment along the two urban college campuses which Mt. Royal
Avenue bisects: </span></span>the Maryland Institute College of Art (MICA) and
University of Baltimore (UB). Careful technical analysis was done in advance to
ensure that these changes could be accommodated by the roadway system. </div>
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<table align="center" cellpadding="0" cellspacing="0" class="tr-caption-container" style="margin-left: auto; margin-right: auto; text-align: center;"><tbody>
<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgQk23mU_gJhjnT_0C2uXb7U_hptLtTP-aRAXTxaMPFcoJ4OAXwFP_SGyZ6H9_RkSiDLWp3PxdzQKj3J6e55qqJXlCWHJf89JDG0pCU6-hQmDfLe10oMgFD-sZsCF2D0Iiftvc82NfltEw/s1600/Mt+Royal+birds+eye.jpg" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" height="195" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgQk23mU_gJhjnT_0C2uXb7U_hptLtTP-aRAXTxaMPFcoJ4OAXwFP_SGyZ6H9_RkSiDLWp3PxdzQKj3J6e55qqJXlCWHJf89JDG0pCU6-hQmDfLe10oMgFD-sZsCF2D0Iiftvc82NfltEw/s400/Mt+Royal+birds+eye.jpg" width="400" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;">Mt. Royal Ave. birds eye view (source: bing.com)</td></tr>
</tbody></table>
However, the <a href="http://www.baltimorebrew.com/2012/02/17/mica-president-not-convinced-bike-lane-on-mt-royal-makes-sense/">plans initially ran into resistance</a> from the
two universities administrations who, despite the technical analysis, expressed
concern about what effect the plan might have on traffic congestion. After a
widely reported outcry from local cycling advocates, who lobbied the
administrations to change their stance and allow the plan go forward, BDOT is now
working with MICA and UB university officials to develop a solution which will
be acceptable to all. Stay tuned.</div>
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<b>A Reflection of National Politics</b></div>
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The lingering resistance to changing our transportation
system in ways that create a more equitable balance for all users and travel
modes is really a microcosm of what is happening on the national stage right
now. Congress is working on the long overdue transportation reauthorization
bill. Earlier this month, the GOP controlled House was able to push through
elements of their version of the bill that <a href="http://www.huffingtonpost.com/2012/02/03/house-gop-mass-transit_n_1253346.html">completely eliminate funding for bicycle and pedestrian infrastructure projects as well as dedicated funding for public transit</a>. </div>
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At the same time, the bill is <a href="http://dc.streetsblog.org/2012/01/27/house-transportation-bill-a-march-of-horribles/">full of provisions that will expand highways and oil drilling</a> - a sure recipe for maintaining status quo car
dependence and an unsustainable energy and transportation future. </div>
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<br /></div>
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On the other side, the US DOT under visionary transportation
secretary Ray LaHood (himself a Republican) along with the Obama
Administration, <a href="http://streetsblog.net/2011/02/15/transportation-reformers-applaud-obamas-six-year-transpo-plan/">have their own version of the bill with far reaching provisions for sustainable transportation</a> at all levels – from high speed rail to bicycle
infrastructure.</div>
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<br /></div>
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Fortunately, like the rising clamor for sustainable
transportation options along Boston Street and in Midtown Baltimore, so has there
been an outcry for common sense to prevail and revise the transportation bill
on Capitol Hill to restore dedicated transit funding and bicycle/pedestrian
projects. </div>
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<br /></div>
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By most accounts, $5/gallon gas is right around the corner.
Perhaps that is what will finally compel skeptics who have not yet come to terms with economic realities to support transportation policy reform even if it means that
car-first attitudes and policies will no longer dominate as they have for more
than half a century.</div>
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Still, it’s hard to predict how it will play out in the
short term. Despite the delays, progress is being made.Getting to Complete Streets in Baltimore, and
ultimately a sustainable transportation policy framework for America is all but
inevitable, if for no other reason out of necessity. The real question is, “How
long will it take for us to get from here to there?”</div>Unknownnoreply@blogger.com2tag:blogger.com,1999:blog-5002063867697164499.post-3494425049054688142012-02-08T14:13:00.000-08:002012-02-08T14:34:11.135-08:00Human Transit Comes to Baltimore<div class="separator" style="clear: both; text-align: center;">
<a href="http://urbanist.typepad.com/.a/6a00d83454714d69e2014e8bd2ddfe970d-800wi" imageanchor="1" style="clear: right; float: right; margin-bottom: 1em; margin-left: 1em;"><img border="0" height="320" src="http://urbanist.typepad.com/.a/6a00d83454714d69e2014e8bd2ddfe970d-800wi" width="211" /></a></div>
Yesterday, over forty transit planning and urban design professionals and transit advocates were treated to a thought-provoking midday lecture at <a href="http://themetrogallery.net/">Metro Gallery</a> on North Charles Street near Penn Station. The presenter was Jarrett Walker, a Portland, Oregon and Australia-based transit planning consultant who writes the popular <a href="http://humantransit.org/">Human Transit blog</a>. Now he has published <a href="http://www.humantransit.org/human-transit-the-book-introduction.html">a book by the same name</a> and recently started a book tour that includes initial stops in Vancouver, New York, and Washington, DC.<span id="goog_322602038"></span><span id="goog_322602039"></span><a href="http://www.blogger.com/"></a> It was through the efforts of Henry Kay of <a href="http://mta.maryland.gov/">MTA</a>, with assistance from the <a href="http://www.charlesstreet.org/">Charles Street Development Corporation</a>, and the <a href="http://www.buildthetrolley.org/">Baltimore Streetcar Campaign</a> that Jarrett was able to make a brief stop in Baltimore to speak.<br />
<br />
The Human Transit blog has been highlighted as a link in the EnvisionBaltimore blog roll since its inception, because Jarrett Walker's innovative, yet common sense approach to designing what we've been commonly referring to as <a href="http://envisionbaltimore.blogspot.com/2011/07/laying-groundwork-for-popular-transit.html">"popular transit systems,"</a> is just the kind of thinking that could have a transformative effect on the transit experience in Baltimore. His ideas also reinforce many of the key concepts that have been promoted through EnvisionBaltimore, particularly since the <a href="http://envisionbaltimore.blogspot.com/2011/04/20-minute-neighborhood-workshop-recap.html">20 Minute Neighborhood workshop</a> held at the American Visionary Art Museum in April, 2011.<br />
<br />
While I won't provide a full summary Jarrett's lecture, here are some of the key takeaways:<br />
<br />
<table cellpadding="0" cellspacing="0" class="tr-caption-container" style="float: left; margin-right: 1em; text-align: left;"><tbody>
<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjmYqt5Aiwk5Wkuz30JhDed7LnlsMXweG-Dp_cXr9hgCUOJS-clex-HXRAhQ6SquKoocFAUoEEi-W4zizjVoSpot5J5oyao8wVYJFaD5tEyUU6oieBjPH0AnM_7Kagl-76uCljoi2pamn8/s1600/Human+Transit+presentation.JPG" imageanchor="1" style="clear: left; margin-bottom: 1em; margin-left: auto; margin-right: auto;"><img border="0" height="300" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjmYqt5Aiwk5Wkuz30JhDed7LnlsMXweG-Dp_cXr9hgCUOJS-clex-HXRAhQ6SquKoocFAUoEEi-W4zizjVoSpot5J5oyao8wVYJFaD5tEyUU6oieBjPH0AnM_7Kagl-76uCljoi2pamn8/s400/Human+Transit+presentation.JPG" width="400" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;">Jarrett Walker speaking at Metro Gallery in Station North</td></tr>
</tbody></table>
<b>Abundant Accessibility.</b> I didn't write it down, but this is the term I believe Jarrett used to describe the notion that most successful transit systems are those that are designed to be usable by the <i>greatest number of people</i> over an area of <i>greatest concentration of activity</i>, operating at the <i>highest frequency. </i>In reality, most transit systems in the U.S. do not really operate that way today, but there is an opportunity to redesign them so that they do.<br />
<br />
<b>Use optimal stop spacing.</b> Transit service can become attractive for greater numbers of people if the stop spacing is increased from a typical "stop-every-block" configuration. This may require a somewhat longer, but still reasonable walk to the transit stop, but allows for more frequent service, shorter waits, and quicker journeys.<br />
<br />
<b>Service frequency matters more than speed.</b> Sometimes, the biggest deterrent to using conventional transit is excessive wait time, particularly for buses. Jarrett pointed out that the wait can often be longer than the actual trip itself. <a href="http://envisionbaltimore.blogspot.com/2011/09/laying-groundwork-for-popular-transit.html">A network of higher frequency routes in key corridors</a> where there is density and destinations can result in dramatic growth in ridership.<br />
<br />
<b>Make use of the urban grid to create a true network.</b> It's usually better to have a grid of high frequency, direct lines that requires someone to transfer from a north-south line to an east-west line (or vice versa) to get where they are going, rather than low frequency, meandering routes that attempt to connect destinations without transfers. Similarly, Jarrett also commented that routes that these type of meandering routes are typically not integrated with other routes and make it difficult to create a genuine network. He called this "symbolic transit," designed to serve a specialized purpose or market. While he did not make any judgments about Baltimore, I couldn't help but thinking at that moment that nearly all of Baltimore's transit routes (bus and rail) consists of this type of symbolic transit that do not function together as a system nor appeal to a wide demographic.<br />
<br />
<b>What's beneath the floor of the transit vehicle really doesn't matter (in many cases).</b> Jarrett placed considerable emphasis on the idea that well designed bus networks, <a href="http://envisionbaltimore.blogspot.com/2011/09/dedicated-street-space-for-transit-and.html">especially those operating in dedicated lanes</a> can often perform just as well or better than rail. However, he did concede that streetcars or other rail technologies are most appropriate when high capacity is needed that go beyond what buses can provide. That said, there was some unchallenged difference of opinion among some streetcar boosters in the audience who would undoubtedly argue that there are factors beyond operating characteristics that favor streetcars for certain applications. This is particularly true of promoting economic development <a href="http://bettercities.net/article/wow-study-says-dc-streetcar-could-add-10-15-billion-value-14461">as a recent study about bringing back streetcars to the nation's capital</a> attests.<br />
<br />
<b>Transit vehicles should serve as an extension of the pedestrian realm.</b> At the end of his presentation, Jarrett showed an artists rendering of a sleek bus pulled up to a stop on a vibrant street. The bus had very large, clear windows, door, and even roof, and also had a low floor even with the sidewalk. Jarrett pointed out that buses or trams should feel like an extension of the sidewalk rather than climbing into a box. The rider should feel connected to the streetscape and continue to experience the city while on transit. During his talk he also reference the excellent book, My Kind of Transit, to reinforce this point, and to emphasize the importance of transit vehicles that feel open and pleasant, rather than havng dark tinted windows or advertising wraps.<br />
<br />
Human Transit is available in hardcover or paperback and can ordered by following <a href="http://www.humantransit.org/human-transit-the-book-introduction.html">this link</a>.<br />
<br />
<i>Note: for those who missed Jarrett's talk in Baltimore and want to see him at one of the DC venues he is speaking at on February 9th, I noticed that unfortunately both are sold out unless you previously registered. I am in contact with Jarrett and will alert the EnvisionBaltimore community should he return to our region.</i>Unknownnoreply@blogger.com1tag:blogger.com,1999:blog-5002063867697164499.post-10722578682991981782011-09-28T12:41:00.000-07:002011-09-29T09:27:47.963-07:00Dedicated street space for transit (and bikes) - the key to creating a sustainable transportation network in BaltimoreFor the past several weeks, we've been focusing on the elements needed to make transit popular and widely embraced in Baltimore. Here, we tackle the one that is perhaps the most challenging to achieve, yet could pay the greatest dividends in transforming Baltimore: creating dedicated rights of way for transit service on our streets. That's ok - like the saying goes, <span class="Apple-style-span" style="font-family: inherit;">"<span class="Apple-style-span" style="background-color: white;">The hardest things in life are the ones most worth doing."</span></span><br />
<span class="Apple-style-span" style="background-color: white;"><br />
</span><br />
<span class="Apple-style-span" style="background-color: white;">The difficulty in achieving this has less to do with the technical challenges or even the cost, and mostly about the political will to do it. Carving out street space for transit vehicles to create dedicated bus lanes - which can also serve a great dual purpose as bike lanes - is relatively easy to do from a technical standpoint. It typically requires converting a travel lane in each direction for exclusive use of transit vehicles, which can include buses, streetcars, or light rail vehicles.</span><br />
<table align="center" cellpadding="0" cellspacing="0" class="tr-caption-container" style="margin-left: auto; margin-right: auto; text-align: center;"><tbody>
<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEiub9fDylyu71RGsB6wAmy-7pMeK7TRTdnQnf2ihDOJgFQUPPKLKTANZ2OpHWl19Evls7mCSu5Qru6VqeuY9dc15kJPR2PD7f05GuSINK_HikJlzN1KnneGvDbC_1lFnPdUPs1fZqsi-qI/s1600/nyc+dot+bus_lane.jpg" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEiub9fDylyu71RGsB6wAmy-7pMeK7TRTdnQnf2ihDOJgFQUPPKLKTANZ2OpHWl19Evls7mCSu5Qru6VqeuY9dc15kJPR2PD7f05GuSINK_HikJlzN1KnneGvDbC_1lFnPdUPs1fZqsi-qI/s1600/nyc+dot+bus_lane.jpg" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;">Dedicated bus lane in New York City (NYCDOT)</td></tr>
</tbody></table><span class="Apple-style-span" style="font-family: inherit;">The cost associated with basic conversions as a first step would include the cost of paint for lane re-striping and pavement markings, new signage, and signal modifications. In later stages, more advanced transformations can occur, which can include partial or full street construction with new curb lines and hardscaping, transit priority signal systems, barrier-free ticket vending, and other associated infrastructure improvements. The latter is often to referred to as "bus rapid transit" or BRT, although I hesitate to use that term because there are often biases or perceptions about BRT that frequently pit BRT against rail. Whatever name is used, this is about making incremental changes over time that can greatly enhance mobility in highly effective ways.</span><br />
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<span class="Apple-style-span" style="font-family: inherit;">While these kind of changes do cost money, the cost of gradually introducing dedicated transit lanes along select corridors in the coming decade is a drop in the bucket compared to the astonishing cost of expanding highway lanes in our region. As Carol Sildorff, Executive Director of Bike Maryland, succinctly put it in a recent interview, "(Portland, Oregon) <span class="Apple-style-span" style="background-color: white;">has spent 52 million dollars to build a multi-modal system of transport, when it costs the state $60 million to build a mile of highway." There's also a growing realization that the benefits of expanding highway lanes are dubious at best, as increased lane capacity only induces more driving, cancelling out the temporary reduction in traffic congestion within a relatively short period of time.</span></span><br />
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<span class="Apple-style-span" style="font-family: inherit;"><span class="Apple-style-span" style="background-color: white;">So, it's really not about the cost alone, it's about recognizing the benefits versus the costs to realize those benefits. </span><span class="Apple-style-span" style="background-color: white;">Leaders in our region first need to understand the benefits of creating multi-modal transit corridors. </span><span class="Apple-style-span" style="background-color: white;">The benefits, especially if they are designed to be part of a seamless network, rather than independent routes, would be substantial. Multi-modal transit corridors can act as a powerful revitalization tool that can catalyze re-investment, redevelopment, and affordable housing opportunities along the corridor, expand sustainable mobility options and decrease reliance on cars, while reducing the region's carbon footprint, improve air quality, and enhance quality of life for residents. </span></span><br />
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<span class="Apple-style-span" style="background-color: white;"><span class="Apple-style-span" style="font-family: inherit;">It's a big idea that won't happen overnight, but it can be implemented relatively quickly once the will to do it exists. The concept really needs to start within the dense urban core as a pilot and expand outward, and/or along a select number of heavily used transit routes. In fact, dedicated transit lanes have already been introduced recently in Baltimore City, along Pratt and Lombard Streets, where a bus-and-bike only lane was implemented in early 2010 in conjunction with the Charm City Circulator. However, the City needs to do more to make these lanes clearer to drivers and to provide greater enforcement to keep cars out of them. </span></span><br />
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<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEi1hpZmkrOCuyUyvOKY9NC6k9h9hcvevQ2YnKjuCMVOgaNHBH-FpyQ-whtKbuSajYxC1pOvXboygBJwD7Cz0kYv1xZUk0SVOw6-48GVpX5PV5NdQz05ttqbxAuRA_mNgfGPSXvkgVsXlEo/s1600/pratt+street+bus+lane.jpg" imageanchor="1" style="margin-left: auto; margin-right: auto;"><span class="Apple-style-span" style="font-family: inherit;"><img border="0" height="261" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEi1hpZmkrOCuyUyvOKY9NC6k9h9hcvevQ2YnKjuCMVOgaNHBH-FpyQ-whtKbuSajYxC1pOvXboygBJwD7Cz0kYv1xZUk0SVOw6-48GVpX5PV5NdQz05ttqbxAuRA_mNgfGPSXvkgVsXlEo/s400/pratt+street+bus+lane.jpg" width="400" /></span></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;"><span class="Apple-style-span" style="font-family: inherit; font-size: small;">The Pratt Street bus-bike lane</span></td></tr>
</tbody></table><span class="Apple-style-span" style="background-color: white;">A natural place to start creating multi-modal transit corridors is along the MTA QuickBus routes. These routes have been gradually implemented over the past four years to provide premium bus service that attempts to emulate light rail in terms of frequency and stop spacing. Creating dedicated lanes along QuickBus routes, at least </span><span class="Apple-style-span" style="background-color: white;">initially </span><span class="Apple-style-span" style="background-color: white;">within the city limits, and upgrading the bus stops with better facilities, branding, customer information, and better marketing of the routes as part of a "metro rapid network" could be a game changer in how transit is perceived.</span><br />
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<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgy20o6IaoT6FPCtZaRWDnduPvHX4CbvThiLNTVBV3RoHMh_dNHMDtN2xf2kDNSfeink0PAMW9BifsIpGgEw4iCC6IKqd7Jdw32-d7hsvmUdCZjDeiu6LfiTNhkW8H75Wa3jb12N-JMX-Y/s1600/quickbus.jpg" imageanchor="1" style="clear: left; margin-bottom: 1em; margin-left: auto; margin-right: auto;"><span class="Apple-style-span" style="font-family: inherit;"><img border="0" height="212" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgy20o6IaoT6FPCtZaRWDnduPvHX4CbvThiLNTVBV3RoHMh_dNHMDtN2xf2kDNSfeink0PAMW9BifsIpGgEw4iCC6IKqd7Jdw32-d7hsvmUdCZjDeiu6LfiTNhkW8H75Wa3jb12N-JMX-Y/s320/quickbus.jpg" width="320" /></span></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;"><span class="Apple-style-span" style="font-family: inherit; font-size: small;">An MTA Quickbus</span></td></tr>
</tbody></table><span class="Apple-style-span" style="background-color: white;"><span class="Apple-style-span" style="font-family: inherit;"><br />
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<span class="Apple-style-span" style="font-family: inherit;">There's little doubt that MTA would be happy to implement these kind of enhancements if they were given the resources to do so. The key is in getting regional and state leadership to recognize the benefits and re-prioritize the funding pie over other transportation projects that only perpetuate the vicious cycle of temporary "congestion relief." It's also time to press the case for making our streets more complete by carving out space for transit vehicles and bicycles where it makes sense.</span><br />
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<span class="Apple-style-span" style="font-family: inherit;">Here are a few examples of efforts in this regard happening around the country and the globe, from which Baltimore can learn:</span><br />
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<span class="Apple-style-span" style="font-family: inherit;"><span class="Apple-style-span" style="background-color: white;">In 2009, Boston Mayor Thomas Menino announced, </span><span class="Apple-style-span" style="background-color: white;">"The car is no longer the king in Boston," and began an <a href="http://issuu.com/bostontransportationdepartment/docs/3_5_transit_lanes?viewMode=magazine&mode=embed&layout=http://www.bostoncompletestreets.org/issuu/theme/layout.xml">unprecedented effort to redesign how Boston's streets function</a> for all modes of transportation - including dedicated transit lanes. This is the kind of leadership and vision required in order for change to occur.</span></span><br />
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<span class="Apple-style-span" style="font-family: inherit;"><span class="Apple-style-span" style="background-color: white;">In New York City, the MTA and Department of Transportation have started introducing </span><a href="http://www.mta.info/mta/planning/sbs/whatis.htm"><span class="Apple-style-span" style="background-color: white;">bus rapid transit service on </span><span class="Apple-style-span" style="background-color: white;">dedicated bus lanes called Select Bus.</span></a></span><br />
<div class="separator" style="clear: both; text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEiiDwyOy5x5nCD7HFhzzLoqZsmHeLWe85ROWOxEmQgeElmp6wSctiAQH8rTbn_ERy-GgK4W5VbcE8Ywm5KyE1EmCvmFL9RISYGBJ6DSUngEH9zYUd3wwd6-W1ava71xZHQ6zIfV3mSmxsk/s1600/bus-lane-detail.jpg" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><span class="Apple-style-span" style="font-family: inherit;"><img border="0" height="320" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEiiDwyOy5x5nCD7HFhzzLoqZsmHeLWe85ROWOxEmQgeElmp6wSctiAQH8rTbn_ERy-GgK4W5VbcE8Ywm5KyE1EmCvmFL9RISYGBJ6DSUngEH9zYUd3wwd6-W1ava71xZHQ6zIfV3mSmxsk/s320/bus-lane-detail.jpg" width="226" /></span></a></div><br />
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<tr><td style="text-align: center;"><img border="0" height="213" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjYYfB16FuyzKgfboA-eOo0audQrhWmf-R40R53obfMeBgyiJzFD13JacxNdSaDDpdxgpCpVpETnuk06agIU3GPt4KQzP16YHM5wmtl5a_SCZ3lrHeAODY3tkIfl_sWb0LQDGKSgPI5EW0/s320/nyc+select+bus+2.jpg" style="margin-left: auto; margin-right: auto;" width="320" /></td></tr>
<tr><td class="tr-caption" style="text-align: center;">NYC SelectBus Service</td></tr>
</tbody></table><div class="separator" style="clear: both; text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjYYfB16FuyzKgfboA-eOo0audQrhWmf-R40R53obfMeBgyiJzFD13JacxNdSaDDpdxgpCpVpETnuk06agIU3GPt4KQzP16YHM5wmtl5a_SCZ3lrHeAODY3tkIfl_sWb0LQDGKSgPI5EW0/s1600/nyc+select+bus+2.jpg" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><span class="Apple-style-span" style="font-family: inherit;"></span></a></div><span class="Apple-style-span" style="font-family: inherit;"><br />
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<span class="Apple-style-span" style="background-color: white;">In Paris, t</span><span class="Apple-style-span" style="background-color: white;">he Mobilien, was </span><span class="Apple-style-span" style="background-color: white;">started in 2007 as a bus rapid transit system, which added new <a href="http://www.streetfilms.org/mobilien/">combined bus, bike, and taxi only lanes</a>.</span><br />
<div class="separator" style="clear: both; text-align: center;"><iframe allowfullscreen='allowfullscreen' webkitallowfullscreen='webkitallowfullscreen' mozallowfullscreen='mozallowfullscreen' width='320' height='266' src='https://www.youtube.com/embed/PP9l0oUpZ44?feature=player_embedded' frameborder='0'></iframe></div><span class="Apple-style-span" style="font-family: inherit;"><span class="Apple-style-span" style="background-color: white;"><br />
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<div class="separator" style="clear: both; text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgTDsFH7FzCTiFE-TTbjuJyzRyJMP4cuT2XC29VH9RtUFI4YWO2fVzjx8eHv5E7cJx5yhWGbCCLaT8hmOLWHt1EwabZ-KrJEdh5O-xCOP-bJ_3libNOWLuGO8XfZLngdJPRpNY0ZPdhtHs/s1600/paris_rochechouart2.jpg" imageanchor="1" style="clear: left; float: left; margin-bottom: 1em; margin-right: 1em;"><span class="Apple-style-span" style="font-family: inherit;"><img border="0" height="312" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgTDsFH7FzCTiFE-TTbjuJyzRyJMP4cuT2XC29VH9RtUFI4YWO2fVzjx8eHv5E7cJx5yhWGbCCLaT8hmOLWHt1EwabZ-KrJEdh5O-xCOP-bJ_3libNOWLuGO8XfZLngdJPRpNY0ZPdhtHs/s400/paris_rochechouart2.jpg" width="400" /></span></a></div><br />
<div class="separator" style="clear: both; text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEj4kaJVHCTPH2EsBQRQkRXjBUCx7HB9MLJ_Ku3cPo8fJK51ilFG5c1YmShnPK0bhMwITi33eylNIUR3PNsmwVdtfY6rcXaZmtdGEhtUApLd8aw0_DuluYYKoWMEQ6C3ENG4zLSrofOhiH0/s1600/bus+bike+paris.JPG" imageanchor="1" style="clear: left; float: left; margin-bottom: 1em; margin-right: 1em;"><span class="Apple-style-span" style="font-family: inherit;"><img border="0" height="300" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEj4kaJVHCTPH2EsBQRQkRXjBUCx7HB9MLJ_Ku3cPo8fJK51ilFG5c1YmShnPK0bhMwITi33eylNIUR3PNsmwVdtfY6rcXaZmtdGEhtUApLd8aw0_DuluYYKoWMEQ6C3ENG4zLSrofOhiH0/s400/bus+bike+paris.JPG" width="400" /></span></a></div><br />
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<tr><td style="text-align: center;"><img border="0" height="221" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEh_wFrERvUY6kBwtVzD-sCQk2ExvLDnduK6YaQelMnH-LVXuaaeiKmcn-IZi8Wyz0PUDaIgbvqaA3GXFX0Ega84HJHSHkP_pCwAxinG6Ki_zl0xmcOAf58ZjJ7vor0aJeHPqKZm5KIcNOQ/s400/most+of+street+bus_1.jpg" style="margin-left: auto; margin-right: auto;" width="400" /></td></tr>
<tr><td class="tr-caption" style="text-align: center;">Several views of the Mobilien</td></tr>
</tbody></table><div class="separator" style="clear: both; text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEh_wFrERvUY6kBwtVzD-sCQk2ExvLDnduK6YaQelMnH-LVXuaaeiKmcn-IZi8Wyz0PUDaIgbvqaA3GXFX0Ega84HJHSHkP_pCwAxinG6Ki_zl0xmcOAf58ZjJ7vor0aJeHPqKZm5KIcNOQ/s1600/most+of+street+bus_1.jpg" imageanchor="1" style="clear: left; float: left; margin-bottom: 1em; margin-right: 1em;"><span class="Apple-style-span" style="font-family: inherit;"></span></a></div><span class="Apple-style-span" style="background-color: white;"><span class="Apple-style-span" style="font-family: inherit;">In Los Angeles, the <a href="http://www.streetfilms.org/las-orange-line-bus-rapid-transit-plus-bike-path/">Metro Orange Line began in 2005 as a true Bus Rapid Transit Line</a>. This is a good example of a high end</span></span><span class="Apple-style-span" style="background-color: white;"> </span><span class="Apple-style-span" style="background-color: white;">BRT line, but even the substantial cost (approximately $325M for the 14 mile line) represents a fraction of the cost of roadway widening, and provides far greater benefits.</span><br />
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<tr><td style="text-align: center;"><iframe allowfullscreen='allowfullscreen' webkitallowfullscreen='webkitallowfullscreen' mozallowfullscreen='mozallowfullscreen' width='320' height='266' src='https://www.youtube.com/embed/hTz2iiIsfVc?feature=player_embedded' frameborder='0'></iframe><img border="0" height="266" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhtvXSVHPJoleEn-ixFgS0-vS5j5TnYJ7f6d_pMVXRNz9Co-UPS00p3f1bws3lzUDYbN558rq9fxRwVoJ0cvjZ7i8m2V90CpnJ_dh20XaMJhlTlulQLiWN3cfD8cS4ZWozWDJhHPWbs4iM/s400/Metro+Orange+Line+2330.jpg" style="margin-left: auto; margin-right: auto;" width="400" /></td></tr>
<tr><td class="tr-caption" style="text-align: center;">LA's Orange Line</td></tr>
</tbody></table><div class="separator" style="clear: both; text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhtvXSVHPJoleEn-ixFgS0-vS5j5TnYJ7f6d_pMVXRNz9Co-UPS00p3f1bws3lzUDYbN558rq9fxRwVoJ0cvjZ7i8m2V90CpnJ_dh20XaMJhlTlulQLiWN3cfD8cS4ZWozWDJhHPWbs4iM/s1600/Metro+Orange+Line+2330.jpg" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><span class="Apple-style-span" style="font-family: inherit;"></span></a></div><span class="Apple-style-span" style="background-color: white;">Even Jacksonville, Florida, not known for its dedication to creating transit-friendly environments, has recently announced plans to create <a href="http://www.thetransportpolitic.com/2010/08/10/jacksonvilles-transit-future-at-least-for-now-is-in-bus-rapid-transit/">a network of dedicated bus rapid transit lines. </a></span><br />
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<span class="Apple-style-span" style="background-color: white;"><span class="Apple-style-span" style="font-family: inherit;">Next time, we'll be discussing the need for good customer information systems.</span></span>Unknownnoreply@blogger.com0tag:blogger.com,1999:blog-5002063867697164499.post-80864082927220506132011-09-21T11:16:00.000-07:002011-09-21T13:26:57.653-07:00"Transit 2.0" - Effective Marketing and Branding in Laying the Groundwork for a Popular Transit System<table cellpadding="0" cellspacing="0" class="tr-caption-container" style="float: right; margin-left: 1em; text-align: right;"><tbody>
<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgvKJKW0b4aP5vrl3FhzPMfVuJ7l0JsPmUqEYMnm4v491jVhlyVThWnIq5Yh8Giw0YryGO986gF_fmeYDgIODYQgSMMO1qyJhaa2kZ8RsM6aOyncqWtlyl4tMoq1BQG7yIynxECBF1p4OE/s1600/LA+metro+marketing.jpg" imageanchor="1" style="clear: right; margin-bottom: 1em; margin-left: auto; margin-right: auto;"><img border="0" height="640" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgvKJKW0b4aP5vrl3FhzPMfVuJ7l0JsPmUqEYMnm4v491jVhlyVThWnIq5Yh8Giw0YryGO986gF_fmeYDgIODYQgSMMO1qyJhaa2kZ8RsM6aOyncqWtlyl4tMoq1BQG7yIynxECBF1p4OE/s640/LA+metro+marketing.jpg" width="374" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;">Los Angeles Metro's new marketing campaign (source: EMBARQ)</td></tr>
</tbody></table>As we continue our series on what it will take to create a popular transit system in Baltimore, we turn our attention to the 2nd of five elements: Effective Marketing and Branding.<br />
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To be sure, marketing is only as good as the product or service being offered, whether it's pasta sauce, financial planning, or transit service. For the sake of this discussion, though, let's set aside any current shortcomings of Baltimore's transit system and assume for the moment that it is as good as anyone would want or expect in terms of convenience, on-time performance, cleanliness, safety, etc.<br />
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Instead, we'll focus on how a transit system is perceived by the general public and consider the following litmus test for Greater Baltimore:<br />
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<ul><li>What is the overall image of the transit system? Are the various transit modes - the buses and trains, the stops and stations, waiting areas, signage, logos, and customer information media - designed to have a consistent, seamless, and attractive look and feel? Is it immediately recognizable and possess a strong, positive identity that acknowledges the uniqueness of the region it serves?</li>
</ul><ul><li>How "user-friendly" is the system? That is, how is information about the availability of transit service disseminated and how easy is it for potential transit patrons to use the system and navigate from Point A to B? Is it clear, legible, and easy to comprehend? To what extent are the transit services associated with places and destinations to which people want to go to? How well are the services designed to attract and serve various market segments, trip purposes, and distances?</li>
</ul><ul><li>And finally, to what extent does it appeal to a wide audience? How broad or narrow is the market? Who is the audience - both existing and potential - to which the service is being marketed? In the post-war period of the last fifty plus years, during which owning and operating private vehicles became the de facto mode of travel for the vast majority of American households, the unspoken mission of most transit systems in the U.S. has been relegated to serving two, very limited markets: 1) "Transit Dependents" - modest income and disabled populations who are unable to drive; and 2) Middle-class suburban commuters who work in the central business districts (often called "choice" or "discretionary" riders by transit planners). Unfortunately, these combined markets constitute a very small fraction of total trips made by individuals each day in most metro areas, including Baltimore. The result is that transit systems have been a reflection of these limited markets to which they serve, rendering transit of little use to those who don't fall within one of those two categories. Similarly, the marketing and branding of transit has largely been a reflection of these limited markets, and the ability and availability of resources to craft an appealing transit image to a broader audience has also been severely restricted.</li>
</ul>So, to these points, transit agencies have been missing a third and very important potential market: the growing numbers of Americans of all classes and ages who want or need to live, work, and play in more sustainable communities where they are less dependent on driving. The U.S. is undergoing an unprecedented demographic shift in terms of household composition and lifestyle preferences. Americans increasingly want to live where they can take advantage of convenient transit, biking, and walking as travel choices. These include young professionals, who are increasingly seeking out places to live and work based on the availability of good transit service and amenities within walking distance. Many of them can afford to own cars - and often do - but want greater options and less reliance on cars. An increasing number of them can't, as the continued global economic meltdown is making it more difficult for a growing number of Americans, especially recent college graduates who can't find professional jobs, to afford the $8000-$10,000 per year it costs to own and operate a car.<br />
<div><br />
</div><div>Baltimore has a rapidly growing population of creative class residents - many who have relocated from elsewhere to take advantage of proximity to employment and cultural opportunities, relatively affordable housing, and Baltimore's gritty, urban charm. Baltimore also has a high concentration of institutions and destinations which see millions of visitors each year from people who come from outside of Baltimore. Few of these are marketed as transit-oriented.<br />
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</div><div>In addition, there are also untold numbers of working families, empty nesters, divorcees, retirees, and others who would consider relocating to walkable neighborhoods along transit corridors if the kind of transit available in those areas possessed the appealing image and functionality that American consumers have come to expect and demand. Few neighborhoods in Baltimore are currently marketed as transit-accessible or transit-friendly, even though several have good transit access.</div><div><br />
</div><div>Whatever the motivation for wanting a less car dependent living arrangement, it is also clear that most transit agencies - as well as regional planning organizations and elected leaders have been slow to recognize and embrace this opportunity to capture this pent up and latent demand.<br />
<br />
So, rather than squander these unprecedented opportunities, it really is time for political leaders, transportation officials, planners, realtors, civic groups, developers, and business leaders in our region to start gaining a better understanding of emerging best practices and thinking on this topic, which collectively we can call "Transit 2.0." A critical step in moving toward Transit 2.0 is to begin focusing attention and making better use of resources on the incremental redesign of our transit system in ways that begin to capture this broader market and actually make transit cool. Innovative marketing and branding will be a key component in transforming our transit system's image and identity.<br />
<br />
As a primer, a terrific series of reports laying out the case for innovative marketing and branding of transit was recently issued by EMBARQ, a relatively new sustainable transportation advocacy organization and producer of the highly acclaimed blog, <a href="http://www.thecityfix.com/">www.thecityfix.com</a>. Here are the links:<br />
<br />
1. <a href="http://thecityfix.com/blog/from-here-to-there-marketing-and-branding-public-transport/">From Here to There: Marketing and Branding Public Transport, includes download link to PDF report</a><br />
<br />
2. <a href="http://thecityfix.com/blog/what-are-best-practices-in-transit-branding-marketing-and-communications/">Best Practices in Transit Branding, Marketing, and Communications</a><br />
<br />
<div style="text-align: left;"><a href="http://thecityfix.com/blog/transit-agencies-need-to-invest-in-marketing-a-lesson-from-los-angeles/"></a>3. <a href="http://thecityfix.com/blog/transit-agencies-need-to-invest-in-marketing-a-lesson-from-los-angeles/">Transit Agencies Need to Invest in Marketing: A Lesson from Los Angeles (including the following excellent 4 minute video</a>)</div><br />
<div class="separator" style="clear: both; text-align: center;"><iframe allowfullscreen='allowfullscreen' webkitallowfullscreen='webkitallowfullscreen' mozallowfullscreen='mozallowfullscreen' width='320' height='266' src='https://www.youtube.com/embed/6dNMGDVBtQc?feature=player_embedded' frameborder='0'></iframe></div><br />
These lay out a clear framework and demonstrate the benefits of moving toward Transit 2.0.<br />
<br />
<a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgymhyphenhyphenl17BuVRNpKzjFORCPIWMtELzgAyf9jaxv6ogYetwMzy9w0tbsdAVg1XW7vPOmA5Oy9obUmUh-Hh9Ij8O05TOYQsIDUYWO-1gu8r121JEXjmgO9ZQHKSH1sfKxtVN0GpEMUQH9P28/s1600/my+kind+of+transit+cover.jpg" imageanchor="1" style="clear: right; float: right; margin-bottom: 1em; margin-left: 1em;"><img border="0" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgymhyphenhyphenl17BuVRNpKzjFORCPIWMtELzgAyf9jaxv6ogYetwMzy9w0tbsdAVg1XW7vPOmA5Oy9obUmUh-Hh9Ij8O05TOYQsIDUYWO-1gu8r121JEXjmgO9ZQHKSH1sfKxtVN0GpEMUQH9P28/s1600/my+kind+of+transit+cover.jpg" /></a>Finally, another great resource in understanding how perception of transit affects to what extent it is embraced or avoided by the public, is found in the unprecedented book, <a href="http://www.amazon.com/My-Kind-Transit-Rethinking-Transportation/dp/1930066880">My Kind of Transit: Rethinking Public Transit in America, by Darrin Nordahl (University of Chicago Press, 2009)</a><br />
<br />
This book, the first of its kind, explores how the physical design and branding of transit affects the psychological and sociological decisions people make about whether or not to use transit.<br />
<br />
One prime example in the book involves the feeling of visibility and openess of a transit vehicle. People are more apt to use transit when they feel they can see and be seen more clearly inside a transit vehicle. Humans are generally averse to feeling closed in when they are not in complete control of their surroundings. The size, amount, and transparency of windows in transit vehicles matter a great deal in helping people feel comfortable in an otherwise constrained setting.<br />
<br />
"Advertising wraps," which surround a bus or light rail vehicle in a semi-transparent poster are identified as one of the prime offenders in creating passenger discomfort. These make it virtually impossible to see inside a transit vehicle and difficult to see out, greatly reducing visibility for passengers and the sense of security. In addition to the reduced perception of security, people also feel it is undignified to be riding in a "moving billboard", which further acts as a psychological deterrent to using the transit service.<br />
<br />
Is the limited revenue gained through the advertising worth the lost ridership potential ridership and the lost opportunity to transform public transit in our region into an object of civic pride? It's certainly doubtful.<br />
<br />
Let's end with this, to illustrate the point: Which transit vehicle do you think would be more appealing to someone who hasn't used transit before but is considering doing so?...<br />
<br />
<div style="text-align: center;">This one..</div><div class="separator" style="clear: both; text-align: center;"></div><div class="separator" style="clear: both; text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEik9uUjW1Ufe9-U52edvnp1H68zhNn21CC7EleT8ClLybCk_ZsBjHn0YzqH3BN-R52VjwVL_bptsj2aXRI8KSAbymNXGo74C2T2FTFDKWNUzom7OI0fhhJbIfgv2qobOF-OprorIs00MV8/s1600/sleepys+wrap+on+lrt.jpg" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" height="192" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEik9uUjW1Ufe9-U52edvnp1H68zhNn21CC7EleT8ClLybCk_ZsBjHn0YzqH3BN-R52VjwVL_bptsj2aXRI8KSAbymNXGo74C2T2FTFDKWNUzom7OI0fhhJbIfgv2qobOF-OprorIs00MV8/s400/sleepys+wrap+on+lrt.jpg" width="400" /></a></div><div class="separator" style="clear: both; text-align: center;"><br />
</div><div class="separator" style="clear: both; text-align: center;">...or this one?</div><div class="separator" style="clear: both; text-align: center;"></div><div class="separator" style="clear: both; text-align: center;"><br />
</div><div class="separator" style="clear: both; text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEiu90MDmq5joT9kVcs7KVetxKqJnly6Ghzp7EA0hgVJz0w76wLvKCoDHb2JlBpcVd9TdzWuOsbNfOMImEKYzYHWz3LV_urgmakKVemaE5XdXQARuN60Sl31Y11BRWja2kqy9O7N_MZ-wAY/s1600/IMG_1258.JPG" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" height="300" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEiu90MDmq5joT9kVcs7KVetxKqJnly6Ghzp7EA0hgVJz0w76wLvKCoDHb2JlBpcVd9TdzWuOsbNfOMImEKYzYHWz3LV_urgmakKVemaE5XdXQARuN60Sl31Y11BRWja2kqy9O7N_MZ-wAY/s400/IMG_1258.JPG" width="400" /></a></div><div class="separator" style="clear: both; text-align: center;"><br />
</div><div class="separator" style="clear: both; text-align: left;">Next up: <span class="Apple-style-span" style="background-color: white; color: #444444; font-family: Arial, Tahoma, Helvetica, FreeSans, sans-serif; font-size: 13px; line-height: 18px;"><b>Dedicated transit lanes and rights of way.</b></span></div></div></div>Unknownnoreply@blogger.com3tag:blogger.com,1999:blog-5002063867697164499.post-89047375870180615092011-09-14T08:39:00.000-07:002011-09-14T09:26:34.673-07:00The Primary Transit Network: Laying the Groundwork for a "Popular" Transit System in Baltimore<span class="Apple-style-span" style="font-family: inherit;">In July, we began discussing what it will take to broaden the appeal of public transit to a much wider market in Baltimore than currently exists, and support a network of walkable, vibrant communities. We laid out <span class="Apple-style-span" style="background-color: white; color: #444444; line-height: 18px;">fundamental elements which, when combined, would have a transformative effect on how transit is perceived and used:</span></span><br />
<span class="Apple-style-span" style="background-color: white; color: #444444; font-family: inherit; line-height: 18px;"><br />
<b>1. Creation of a Primary Transit Network</b><br />
<b>2. Effective branding and marketing of transit</b><br />
<b>3. Dedicated transit lanes and rights of way</b><br />
<b>4. Robust use of customer information tools</b></span><br />
<div><span class="Apple-style-span" style="background-color: white; color: #444444; font-family: inherit; line-height: 18px;"><b><br />
</b></span></div><div><span class="Apple-style-span" style="background-color: white; color: #444444; font-family: inherit; line-height: 18px;">While we're on the subject, let's add a fifth and very important element that was omitted in the original post:</span></div><div><span class="Apple-style-span" style="background-color: white; color: #444444; font-family: inherit; line-height: 18px;"><br />
</span></div><div style="text-align: left;"><span class="Apple-style-span" style="background-color: white; color: #444444; font-family: inherit; line-height: 18px;"><b> 5. creating transit-supportive land uses and development patterns around transit stops.</b></span></div><div></div><div></div><div></div><div></div><div></div><div><span class="Apple-style-span" style="color: #444444;"><span class="Apple-style-span" style="font-family: inherit; line-height: 18px;"><br />
</span></span></div><div><span class="Apple-style-span" style="background-color: white; color: #444444; font-family: inherit; line-height: 18px;">For this post, however, we begin to expand on and tackle each of these, one at a time, beginning with 1. Creation of a Primary Transit Network. </span></div><div><span class="Apple-style-span" style="background-color: white; color: #444444; font-family: inherit; line-height: 18px;"><br />
</span></div><div><span class="Apple-style-span" style="background-color: white; color: #444444; font-family: inherit; line-height: 18px;"><b>Defining the Primary Transit Network</b></span></div><div><span class="Apple-style-span" style="background-color: white; color: #444444; font-family: inherit; line-height: 18px;"><br />
</span></div><div><span class="Apple-style-span" style="background-color: white; color: #444444; font-family: inherit; line-height: 18px;">The idea of developing and applying a Primary Transit Network in Baltimore, in order to make the system more legible and user-friendly, is a new and unique proposal There has been no previous initiative to study or implement this concept in a comprehensive manner. Primary Transit Networks are common throughout Europe and are beginning to catch on in North America. So, what is a Primary Transit Network, and why is it useful? Consider the following information, which comes from the City of Minneapolis' Primary Transit Network Report, completed in 2005:</span></div><div><span class="Apple-style-span" style="background-color: white; color: #444444; font-family: inherit; line-height: 18px;"><br />
</span></div><div><span class="Apple-style-span" style="background-color: white; color: #444444; font-family: inherit; line-height: 18px;">-------------------------------------------------------------------------------------------------------</span></div><div><span class="Apple-style-span" style="color: #444444; font-family: inherit;"></span><br />
<div class="MsoNormal" style="line-height: 18px;"><span class="Apple-style-span" style="color: #444444; font-family: inherit;">The Primary Transit Network (PTN) is a permanent network of all transit lines — regardless of </span>mode or agency — that operates every 15 minutes or better all day for at least 18 hours every <span class="Apple-style-span" style="color: #444444;">day. The PTN can be defined based on performance criteria for five key dimensions of transit </span>quality as follows:<br />
<br />
<span class="Apple-style-span" style="color: #444444;"><b>Frequency.</b> PTN services run all day at frequencies of 15 minutes or better. A 15-minute headway</span></div><div class="MsoNormal" style="line-height: 18px;"><span class="Apple-style-span" style="color: #444444; font-family: inherit;">represents the point at which a transit rider no longer needs to consult a schedule to use the service. It </span>also permits transfers to be made rapidly, even without the timing of transit connections. The <span class="Apple-style-span" style="color: #444444;">threshold frequency of 15 minutes is the point at which the benefits of transit tend to grow </span>exponentially.<br />
<span class="Apple-style-span" style="color: #444444;"><b>Span. </b>The PTN runs a minimum 15-minute frequency for at least 18 hours a day, 7 days a week. </span></div><div class="MsoNormal" style="line-height: 18px;"><span class="Apple-style-span" style="color: #444444; font-family: inherit;">This is important because the PTN must reduce auto dependence, allowing all types of trips to be </span>accommodated on transit, not just commuting. The service may operate more than 18 hours a day. <span class="Apple-style-span" style="color: #444444; font-family: inherit;">Reduced frequencies beyond the 18-hour span would not preclude a line from being a PTN service.</span><span class="Apple-style-span" style="color: #444444; font-family: inherit;"> </span></div><div class="MsoNormal" style="line-height: 18px;"><b>Speed.</b> PTN services have an average operating speed of no less than 30% of the speed limit. This</div><div class="MsoNormal" style="line-height: 18px;"><span class="Apple-style-span" style="color: #444444; font-family: inherit;">operating speed accounts for stops. Thus, the service transports riders more quickly than most of the </span>conventional transit lines in Minneapolis. It is important that transit speed not be measured relative <span class="Apple-style-span" style="color: #444444;">to average auto speeds, because if the PTN is stuck in congestion, the total person-capacity of the </span>transportation network will decline. To increase person capacity, it is critical that average transit travel speeds approach their theoretical maximum speed. Speed may be the most important single factor since travelers overwhelming tend to choose the fastest means.<br />
<span class="Apple-style-span" style="color: #444444;"><b>Reliability.</b> Permanence and reliability are anchors of the PTN. Actual headways between</span></div><div class="MsoNormal" style="line-height: 18px;"><span class="Apple-style-span" style="color: #444444; font-family: inherit;">consecutive buses will exceed scheduled headways by a coefficient of variation not to exceed 0.30. </span></div><div class="MsoNormal" style="line-height: 18px;"><span class="Apple-style-span" style="color: #444444; font-family: inherit;">Users who know the schedule can expect the PTN services to operate on schedule.</span><span class="Apple-style-span" style="color: #444444; font-family: inherit;"> </span><br />
<b>Loading.</b> Standing loads are acceptable, but crush loads are not. Improved frequencies may be</div><div class="MsoNormal" style="line-height: 18px;"><span class="Apple-style-span" style="color: #444444; font-family: inherit;">required to alleviate crush loads. Appropriate equipment is used to ensure the comfort of passengers </span></div><div class="MsoNormal" style="line-height: 18px;"><span class="Apple-style-span" style="color: #444444; font-family: inherit;">and the efficiency of PTN services.</span></div><div class="MsoNormal" style="line-height: 18px;"><span class="Apple-style-span" style="color: #444444; font-family: inherit;"><br />
</span></div><div class="MsoNormal"></div><div class="MsoNormal"><span class="Apple-style-span" style="color: #444444;"><span class="Apple-style-span" style="font-family: inherit; line-height: 18px;"><b>Characteristics of a Primary Transit Network </b></span></span></div><div class="MsoNormal"><span class="Apple-style-span" style="color: #444444;"><span class="Apple-style-span" style="font-family: inherit; line-height: 18px;">Based on the operating and performance criteria defined above, a PTN is able to accomplish </span></span></div><div class="MsoNormal"><span class="Apple-style-span" style="color: #444444;"><span class="Apple-style-span" style="font-family: inherit; line-height: 18px;">what other transportation modes cannot. Some of the most beneficial characteristics of a PTN </span></span></div><div class="MsoNormal"><span class="Apple-style-span" style="color: #444444;"><span class="Apple-style-span" style="font-family: inherit; line-height: 18px;">include efficiencies and other elements that make it a very attractive means for moving people </span></span></div><div class="MsoNormal"><span class="Apple-style-span" style="color: #444444;"><span class="Apple-style-span" style="font-family: inherit; line-height: 18px;">throughout Minneapolis. As emphasized in the Minneapolis Plan, the city’s economic and social </span></span></div><div class="MsoNormal"><span class="Apple-style-span" style="color: #444444;"><span class="Apple-style-span" style="font-family: inherit; line-height: 18px;">vitality are reliant on a comprehensive and balanced transportation system. <b><i>At a minimum, a </i></b></span></span></div><div class="MsoNormal"><span class="Apple-style-span" style="color: #444444;"><span class="Apple-style-span" style="font-family: inherit; line-height: 18px;"><b><i>PTN should appeal to many rider groups, reduce trips made by automobile, offer highly </i></b></span></span></div><div class="MsoNormal"><span class="Apple-style-span" style="color: #444444;"><span class="Apple-style-span" style="font-family: inherit; line-height: 18px;"><b><i>productive service, and require low passenger subsidies. </i></b></span></span></div></div><div><span class="Apple-style-span" style="font-family: inherit;">------------------------------------------------------------------------------</span><br />
<div><span class="Apple-style-span" style="background-color: white; line-height: 18px;"><span class="Apple-style-span" style="color: #444444; font-family: inherit;"><br />
</span></span></div>Currently, Baltimore's public transit system have a number of fixed routes that operate according to some or all of these characteristics, including the Metro Subway, Light Rail, the four MTA "QuickBus" routes and the Charm City Circulator, shown in this map below that we developed for the 20-minute neighborhood workshop.<br />
<div class="MsoNormal"><div class="separator" style="clear: both; text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjHiHjxCgGIhVKNpnqmKEFEbhyBWCx4-_and-38hKTGMj4BtBgfaMXjY2QUxEsWtDw5oabR0xsPCJM0TjV4oKVTZH3nqEhnqNlJvNsvlFxan6EwJImybwP-_0mFPERd2eS4iHoaK27g6h4/s1600/frequent+network+base+map+final.jpg" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" height="400" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjHiHjxCgGIhVKNpnqmKEFEbhyBWCx4-_and-38hKTGMj4BtBgfaMXjY2QUxEsWtDw5oabR0xsPCJM0TjV4oKVTZH3nqEhnqNlJvNsvlFxan6EwJImybwP-_0mFPERd2eS4iHoaK27g6h4/s400/frequent+network+base+map+final.jpg" width="400" /></a></div><span style="font-family: inherit;"><br />
</span><br />
<span style="font-family: inherit;">Yet, these routes are not structured as an integrated or unified system - either operationally, physically, or how they are marketed, branded, or perceived by the general public. This represents an enormous opportunity that, so far, has simply not been leveraged.</span></div><div class="MsoNormal"><span style="font-family: inherit;"><br />
</span></div><div class="MsoNormal"><span style="font-family: inherit;">Other cities besides Minneapolis are beginning to identify Primary Transit Networks including Calgary, Tampa, Seattle, Spokane, Portland, and Washington DC. This week, <a href="http://www.humantransit.org/2011/09/good-network-maps-clear-without-color.html?utm_source=feedburner&utm_medium=feed&utm_campaign=Feed%3A+HumanTransit+%28Human+Transit%29">Human Transit blog describes Spokane's approach to mapping its PTN</a>, and <a href="http://greatergreaterwashington.org/post/8203/wmata-creates-15-minute-bus-map/">Greater Greater Washington recently did a post about how WMATA, the transit agency for Washington, DC has recently published their "frequent bus map"</a>.</span><br />
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<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEj7eSG6cm5cOwpxWLaIjf9U6Jlt3FZpm8OUCYBxWRFj6KI14Ml2t7a-ogQ6qdJ56qDduMyNVAYs8HyWyZe9oWHFPDXk8Da4jn4da-v5ephfEz748yFuI-lSveY2aneGV5JitWijrnnlbMA/s1600/bushifreqlarge.jpg" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" height="640" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEj7eSG6cm5cOwpxWLaIjf9U6Jlt3FZpm8OUCYBxWRFj6KI14Ml2t7a-ogQ6qdJ56qDduMyNVAYs8HyWyZe9oWHFPDXk8Da4jn4da-v5ephfEz748yFuI-lSveY2aneGV5JitWijrnnlbMA/s640/bushifreqlarge.jpg" width="404" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;">WMATA's New Frequent Bus Map</td></tr>
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Next time, we'll explore the 2nd tenet of creating a popular transit system, "Effective Marketing and Branding of Transit."</div><div class="MsoNormal"></div><div class="MsoNormal"></div></div>Unknownnoreply@blogger.com9tag:blogger.com,1999:blog-5002063867697164499.post-90276328111916141142011-09-07T08:50:00.000-07:002011-09-07T10:26:07.200-07:00Unlocking the Potential of the Jones Falls Valley Corridor<div class="MsoNormal"><span class="Apple-style-span" style="font-family: Arial;"><i>Editor's Note:This week's blog post comes from New Hampshire architect and urban designer Marc Szarkowski. Marc is a recent graduate of </i></span><span class="Apple-style-span" style="background-color: white; font-family: arial, sans-serif; line-height: 19px;"><a href="http://rpi.edu/">Rensselaer</a></span><span class="Apple-style-span" style="font-family: Arial;"><i><a href="http://rpi.edu/"> Polytechnic Institute (RPI)</a>, and has been an astute observer of Baltimore's urban landscape. His keen insights provide an updated and compelling look at <a href="http://articles.baltimoresun.com/2005-03-09/news/0503090066_1_jfx-guilford-avenue-sondheim/2">a concept that has been discussed and studied for years</a>: removing the elevated portion of the JFX and unlocking the full potential of the Jones Falls Valley.</i></span></div><div class="MsoNormal"><span style="font-family: Arial; font-size: 10pt;"><br />
</span></div><div class="MsoNormal"><span style="font-family: Arial;">by Marc Szarkowski</span></div><div class="MsoNormal"><span style="font-family: Arial;">Guest Blogger</span></div><div class="MsoNormal"><b><span style="font-family: Arial; font-size: 10pt;"><br />
</span></b></div><div class="MsoNormal"></div><div class="separator" style="clear: both; text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgZLg7iZ6nRdUJSUcHhkbrilSPd4FD2OTCKJ9d9Lak2BLA8d1Fxknyi6AhE_GJo4Vh9qmQM8cLe1X1e-S7_8UYLp7T7PZYTtkPovCPGvxwdBI0l3ERfFt2cj-JRIQj6V-gAoAw_eK5gcZY/s1600/Fallsway.jpg" imageanchor="1" style="clear: right; float: right; margin-bottom: 1em; margin-left: 1em;"><img border="0" height="240" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgZLg7iZ6nRdUJSUcHhkbrilSPd4FD2OTCKJ9d9Lak2BLA8d1Fxknyi6AhE_GJo4Vh9qmQM8cLe1X1e-S7_8UYLp7T7PZYTtkPovCPGvxwdBI0l3ERfFt2cj-JRIQj6V-gAoAw_eK5gcZY/s400/Fallsway.jpg" width="400" /></a></div><span class="Apple-style-span" style="font-family: Arial, Helvetica, sans-serif;">The Jones Falls has always been a barrier – useful at times, a nuisance at others. The Falls was a fortuitous firebreak in the fire of 1904, but in 1915 it was partially buried under the Fallsway. In 1962 the Jones Falls Expressway (JFX) was routed along the Falls and built atop the Fallsway, further cementing the Falls' reputation as a barrier.</span><br />
<span class="Apple-style-span" style="font-family: Arial, Helvetica, sans-serif;"> </span><br />
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</div><div class="MsoNormal"><span style="font-family: Arial;">Today the desolate corridor physically and psychologically separates various neighborhoods with a repellent no-man’s-land of railroad tracks, overgrown slopes, drab bridges, noisy sunken highway lanes, gloomy elevated highway decks, and decrepit warehouses. The JFX provides a convenient route into/out of town and a portion of its elevated deck serves as a shelter for a thriving farmer's market, but is it worth maintaining a wall around downtown Baltimore just for that?<span class="Apple-style-span" style="font-size: x-small;"><o:p></o:p></span></span></div><div class="MsoNormal"><br />
</div><div class="MsoNormal"><b><span class="Apple-style-span" style="font-family: Arial, Helvetica, sans-serif;">DISCONNECTED IDEAS<o:p></o:p></span></b></div><div class="MsoNormal"><span class="Apple-style-span" style="font-family: Arial, Helvetica, sans-serif;"><br />
</span></div><div class="MsoNormal"><span class="Apple-style-span" style="font-family: Arial, Helvetica, sans-serif;">Baltimoreans have been talking about rebuilding the Jones Falls since the 1800s. The fact that this discussion persists today tells us that none of the rebuilds that <i>have</i> arrived over the years – the Fallsway, the JFX, the President Street extension – have been satisfactory. There have been calls to tear down the elevated part of the JFX and replace it with a boulevard, to extend the Jones Falls Trail to the Inner Harbor by following the JFX, and so on. There are also ideas to redo other transportation corridors that pass over or feed into the JFX - to redo the rat's maze of highways that cut Druid Hill Park off from Reservoir Hill or to rebuild Charles Street to accommodate a streetcar line, for example.<o:p></o:p></span></div><div class="MsoNormal"><br />
</div><div class="MsoNormal"><span class="Apple-style-span" style="font-family: Arial, Helvetica, sans-serif;">I think these ideas could be merged into a unified, multiform vision that could address many goals concurrently - dissolving the JFX barrier, connecting uptown, midtown, and downtown Baltimore, improving access to Druid Hill Park, providing an extended bike trail, and providing more residential space in Midtown. I think this would be more worthwhile than trying to bag another convention center, arena, or theme park. <o:p></o:p></span></div><div class="MsoNormal"><br />
</div><div class="MsoNormal"><b><span class="Apple-style-span" style="font-family: Arial, Helvetica, sans-serif;">A MULTIFORM PROPOSAL<o:p></o:p></span></b></div><div class="MsoNormal"><b><span class="Apple-style-span" style="font-family: Arial, Helvetica, sans-serif;"><br />
</span></b></div><div class="MsoNormal"><span class="Apple-style-span" style="font-family: Arial, Helvetica, sans-serif;">For a while now I've been brainstorming a suggestion for rebuilding the JFX into a multiform corridor that could (1) uncover the Jones Falls and transform it into a sunken recreational canal lined with a promenade/bikeway (an improved and extended Jones Falls Trail) that connected Druid Hill Park to the Inner Harbor, (2) offer a transit line, and (3) offer a tree-lined boulevard with a retail/residential “street wall.” This new corridor could connect downtown/midtown Baltimore to its outer neighborhoods and encourage revitalization to spread outwards.<o:p></o:p></span></div><div class="MsoNormal"><span class="Apple-style-span" style="font-family: Arial, Helvetica, sans-serif;"><br />
</span></div><div class="separator" style="clear: both; text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjONg_zi8H46i2Dio2f_8KARohavRjGyLDqm_SYlOiK1tYv2dCH-Oxc02sKYrPWsCQOXWlWq9qp7WO26aQcamUZMCZ9cZwgOOxmYI52sQnWbtOPMXl-dLWWx8-AQpNaDtu63luGyLm1fmE/s1600/SitePlan.jpg" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" height="640" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjONg_zi8H46i2Dio2f_8KARohavRjGyLDqm_SYlOiK1tYv2dCH-Oxc02sKYrPWsCQOXWlWq9qp7WO26aQcamUZMCZ9cZwgOOxmYI52sQnWbtOPMXl-dLWWx8-AQpNaDtu63luGyLm1fmE/s640/SitePlan.jpg" width="426" /></a></div><div class="MsoNormal"><span class="Apple-style-span" style="font-family: Arial, Helvetica, sans-serif;"><br />
</span></div><div class="MsoNormal" style="text-align: center;"><span class="Apple-style-span" style="font-family: Arial, Helvetica, sans-serif;"><a href="http://marc.szarkowski.us/4_Miscellaneous_Files/PortfolioAddendum_Marc_Szarkowski_JonesFallsValley_Proposed.pdf">PDF version</a></span></div><div class="MsoNormal"><br />
</div><div class="MsoNormal"><span class="Apple-style-span" style="font-family: Arial, Helvetica, sans-serif;">This proposal is just an offering of ideas. I know Baltimore has more pressing concerns to deal with – addressing the “Big Three” issues (property taxes, crime, and schools) and repairing decrepitating water lines, for example. Nevertheless, I don't think these issues obviate ideas for Baltimore's future.<o:p></o:p></span></div><div class="MsoNormal"><span class="Apple-style-span" style="font-family: Arial, Helvetica, sans-serif;"><br />
</span></div><div class="separator" style="clear: both; text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhobh-LXqM0YejJJP908L-7PCI44-eQBw_98VNRMDjUD1zN75OqlLgDyIeOly7uXFSfz8dgs49fgWvhdc88PzfQ5zgk3Zp3kia_zkm3TzYl8GIhRLCJNeBgdPDpu5arQlmBe2TtYHbvljg/s1600/CanalSection.jpg" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" height="300" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhobh-LXqM0YejJJP908L-7PCI44-eQBw_98VNRMDjUD1zN75OqlLgDyIeOly7uXFSfz8dgs49fgWvhdc88PzfQ5zgk3Zp3kia_zkm3TzYl8GIhRLCJNeBgdPDpu5arQlmBe2TtYHbvljg/s400/CanalSection.jpg" width="400" /></a></div><div class="MsoNormal"><br />
</div><div class="MsoNormal"><span class="Apple-style-span" style="font-family: Arial, Helvetica, sans-serif;"><br clear="ALL" /> <o:p></o:p></span></div><div class="MsoNormal"><b><span class="Apple-style-span" style="font-family: Arial, Helvetica, sans-serif;">A MILIEU OF ACTIVITIES<o:p></o:p></span></b></div><div class="MsoNormal"><b><span class="Apple-style-span" style="font-family: Arial, Helvetica, sans-serif;"><br />
</span></b></div><div class="MsoNormal"><span class="Apple-style-span" style="font-family: Arial, Helvetica, sans-serif;">The JFX could transition into a boulevard in Woodberry/Hampden and run along the canal all the way to the Inner Harbor. The illustration above suggests how the boulevard could be laid out so vehicular traffic wouldn't repel pedestrians and bicyclists. The boulevard would be separated from a bike lane and sidewalk by a parking lane and shade trees. The sunken promenade/bikeway would pass underneath the streets and connect to them via stairways and ramps. Retail alcoves could be built into the embankment to attract people - these alcoves could serve as stalls for the farmer's market:<o:p></o:p></span></div><div class="MsoNormal"><br />
</div><div class="separator" style="clear: both; text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjm3q6-hvX1muZ_MPl1vdMJNrwhkvNDAzxSL9916MOaqYMivYL5UBr_E89sFm8kR5RRzEIvl5RbuuPLNzZJeKC8jtyhR8U7cjZMSQq6-OBQR-ldJXSjhusA5NWfq7CI9i81AwMUmDgfYOA/s1600/CanalCloseup.jpg" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" height="300" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjm3q6-hvX1muZ_MPl1vdMJNrwhkvNDAzxSL9916MOaqYMivYL5UBr_E89sFm8kR5RRzEIvl5RbuuPLNzZJeKC8jtyhR8U7cjZMSQq6-OBQR-ldJXSjhusA5NWfq7CI9i81AwMUmDgfYOA/s400/CanalCloseup.jpg" width="400" /></a></div><div class="MsoNormal"><span class="Apple-style-span" style="font-family: Arial, Helvetica, sans-serif;"><br clear="ALL" /> <o:p></o:p></span></div><div class="MsoNormal"><span class="Apple-style-span" style="font-family: Arial, Helvetica, sans-serif;">The canal could also be used as a transit corridor for an urban transit network that would supplement the existing (and hopefully expanded someday) regional metro.* I suggested having short trams or articulated buses run on the network instead of using cumbersome light rail trains.<o:p></o:p></span></div><div class="MsoNormal"><br />
</div><div class="MsoNormal"><span class="Apple-style-span" style="font-family: Arial, Helvetica, sans-serif;">*Why bother when B'more already has a bus system, right? One virtue of the local transit network would be its placement in dedicated medians (see below) so cars wouldn't delay transit vehicles (and vice versa). The system could essentially be a Quickbus upgrade – think how much quicker they'd be if they had their own lanes! In addition to folding in the Quickbuses, the system could also replace/merge many of the existing conventional bus lines, the Charm City Circulator, the Light Rail, and the Charles Street Trolley streetcar.<o:p></o:p></span></div><div class="MsoNormal"><span class="Apple-style-span" style="font-family: Arial, Helvetica, sans-serif;"><br />
</span></div><div class="separator" style="clear: both; text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEiFjtCiZIwWQRQ6Edpkuetka0De3XVkCBfH3xYCiHeTLipt7Rwx9Htlf-L7G_wI-smCWLitD9Dj_e9XuPWG9_p1AohyphenhyphenSF5gH6A3XtKFcSybjGOuw6UTo90vHWgGiDfzEltNGtnxPHQzXEU/s1600/BoulevardSection.jpg" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" height="300" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEiFjtCiZIwWQRQ6Edpkuetka0De3XVkCBfH3xYCiHeTLipt7Rwx9Htlf-L7G_wI-smCWLitD9Dj_e9XuPWG9_p1AohyphenhyphenSF5gH6A3XtKFcSybjGOuw6UTo90vHWgGiDfzEltNGtnxPHQzXEU/s400/BoulevardSection.jpg" width="400" /></a></div><div class="MsoNormal"><span class="Apple-style-span" style="font-family: Arial, Helvetica, sans-serif;"><br />
</span></div><div class="MsoNormal"><span class="Apple-style-span" style="font-family: Arial, Helvetica, sans-serif;"> <o:p></o:p></span></div><div class="MsoNormal"><b><span class="Apple-style-span" style="font-family: Arial, Helvetica, sans-serif;">REAL BOULEVARDS<o:p></o:p></span></b></div><div class="MsoNormal"><b><span class="Apple-style-span" style="font-family: Arial, Helvetica, sans-serif;"><br />
</span></b></div><div class="MsoNormal"><span class="Apple-style-span" style="font-family: Arial, Helvetica, sans-serif;">Many of the avenues feeding into the JFX - Druid Park Lake Drive, North Avenue, etc. - have devolved into highways. They've cut neighborhoods off from each other and exacerbated the devaluation of streetside rowhouses. I proposed rebuilding these avenues into a network of traditional boulevards that would accommodate several travel modes – cars, bikes, pedestrians, and transit (see above). I think this approach could make Baltimore's avenues more attractive to streetside residences, bicyclists, and pedestrians without compromising vehicle access or on-street parking.</span></div><div class="MsoNormal"><br />
</div><div class="separator" style="clear: both; text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgxwYHTu99X1tXTji5J8ExdW6HNccbjCKXlDtUNOznWpIAuPs-FV5bC0muhlh9mXaweZrVW4z6DHEaEb_A35GiOj34-LFZGvYfzfv-dxAdqMtTW4gBs1OGqouXfTKPl6JFj0Gd1qfRQYro/s1600/BoulevardCloseup.jpg" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" height="300" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgxwYHTu99X1tXTji5J8ExdW6HNccbjCKXlDtUNOznWpIAuPs-FV5bC0muhlh9mXaweZrVW4z6DHEaEb_A35GiOj34-LFZGvYfzfv-dxAdqMtTW4gBs1OGqouXfTKPl6JFj0Gd1qfRQYro/s400/BoulevardCloseup.jpg" width="400" /></a></div><div class="MsoNormal"><span class="Apple-style-span" style="font-family: Arial, Helvetica, sans-serif;"><br />
</span></div><div class="MsoNormal"><span class="Apple-style-span" style="font-family: Arial, Helvetica, sans-serif;">One example of a rebuilt avenue is my suggestion for redoing the mess of “drives” that slither along the southern rim of Druid Hill Park. By rebuilding this entire mess into a single boulevard (with sidewalks separated from travel lanes by bike lanes, shade trees, and parking lanes – see above), I think Reservoir Hill could reconnect to the park and improve quickly:</span></div><div class="MsoNormal"><span class="Apple-style-span" style="font-family: Arial, Helvetica, sans-serif;"><br />
</span></div><div class="separator" style="clear: both; text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEh_J7Qtgsx1UqYwgD-kVS8JzPLtZ9-bTriA0o3TZMyWr7OPOoIGpOUF7eoIBOFgKELIb45l3u2bi8pyHLA0UINs1_HS1tE-e16h0iG9DYrwijMaW6i2fYwj9Ml6kH_gvuV8zfXMVFJaHLk/s1600/ReservoirHillSite.jpg" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" height="300" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEh_J7Qtgsx1UqYwgD-kVS8JzPLtZ9-bTriA0o3TZMyWr7OPOoIGpOUF7eoIBOFgKELIb45l3u2bi8pyHLA0UINs1_HS1tE-e16h0iG9DYrwijMaW6i2fYwj9Ml6kH_gvuV8zfXMVFJaHLk/s400/ReservoirHillSite.jpg" width="400" /></a></div><div class="MsoNormal"><br />
</div><div class="MsoNormal"><span class="Apple-style-span" style="font-family: Arial, Helvetica, sans-serif;">Druid Hill Park could also contain several new porticoes – especially at Mondawmin, where I suggested extending the mall to a new transit + metro roundabout that would contain a grand entrance to the park. The fragmented parts of the park below the new boulevard could be infilled with graceful mixed-used buildings that would serve as a convenient retail node. The infill could even form a “street wall” that would evoke a grand urban-to-rural transition:</span></div><div class="MsoNormal"><br />
</div><div class="separator" style="clear: both; text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhlo1ZZxpWbGvpLh8prIqF_ANXFB4-L2wetJrn9RlmyHVP6brntDBQfjuD55DHkF2WaFaBIFEYJUV3ZDW8YlhZMlUDOT0kGSH6C77m1mT2Hqzr2HDwrb9Xlf0BE-ZpXMVfGDuJk9pmvALY/s1600/ReservoirHillSketch.jpg" imageanchor="1" style="display: inline !important; margin-left: 1em; margin-right: 1em;"><img border="0" height="300" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhlo1ZZxpWbGvpLh8prIqF_ANXFB4-L2wetJrn9RlmyHVP6brntDBQfjuD55DHkF2WaFaBIFEYJUV3ZDW8YlhZMlUDOT0kGSH6C77m1mT2Hqzr2HDwrb9Xlf0BE-ZpXMVfGDuJk9pmvALY/s400/ReservoirHillSketch.jpg" width="400" /></a></div><div class="MsoNormal"></div><div class="MsoNormal"><span class="Apple-style-span" style="font-family: Arial, Helvetica, sans-serif;"><br clear="ALL" /> <o:p></o:p></span></div><div class="MsoNormal"><b><span class="Apple-style-span" style="font-family: Arial, Helvetica, sans-serif;">FINAL THOUGHTS<o:p></o:p></span></b></div><div class="MsoNormal"><b><span class="Apple-style-span" style="font-family: Arial, Helvetica, sans-serif;"><br />
</span></b></div><div class="MsoNormal"><span class="Apple-style-span" style="font-family: Arial, Helvetica, sans-serif;">I hope this vision can spur a discussion on finding a multiform solution for the JFX. The city will have to spend a lot of money to shore up the expressway in the coming decades anyway – I think it could remove the barrier once and for all by building a multipurpose corridor that could provide more lasting benefits to the city of Baltimore.</span><span class="Apple-style-span" style="font-family: Arial; font-size: x-small;"><o:p></o:p></span><br />
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<span class="Apple-style-span" style="font-family: Arial, Helvetica, sans-serif;"><i>See larger images of the materials and more commentary:</i> </span><span class="Apple-style-span" style="background-color: white; color: #500050; font-family: arial, sans-serif; font-size: 13px;"><a href="http://www.flickr.com/photos/marcszar/sets/72157627557507440/" style="color: #4263ab;" target="_blank">http://www.flickr.com/photos/<wbr></wbr>marcszar/sets/<wbr></wbr>72157627557507440/</a></span></div>Unknownnoreply@blogger.com13tag:blogger.com,1999:blog-5002063867697164499.post-13992025645722562282011-08-23T08:05:00.000-07:002011-08-23T08:05:11.778-07:00Small Streets for a Better Baltimore<br />
<div class="NoSpacing">Guest Blogger</div><div class="NoSpacing">Phil LaCombe</div><div class="NoSpacing">TND Planning Group Intern</div><div class="NoSpacing"><br />
</div><div class="NoSpacing">In an era characterized by concern over rising transportation costs and the long-term environmental sustainability of our suburban mode of living, as well as rapid economic and demographic changes within our cities, a piece of the traditional pattern of living in our cities deserves revisiting. That crucial element of the sustainable city is the small street, found in <st1:city w:st="on"><st1:place w:st="on">Baltimore</st1:place></st1:city> neighborhoods such as Fells Point, Federal Hill, Old Goucher, and Hollins Market.</div><div class="separator" style="clear: both; text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjW5u0Wd73t9BGggwQmRuUwAFsjQZ4aIRih_9EQTJuUi3nMP94oKaOHOIXOZ6B-I5y4XrJ92XRCEYgbkCOBNAA-bKXTXt7ysTuegDhv9kRncrGrc4-ldLkTNA5edf-D0aVpAhVJuFFZlBA/s1600/photo_01.jpg" imageanchor="1" style="clear: right; float: right; margin-bottom: 1em; margin-left: 1em;"><img border="0" height="213" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjW5u0Wd73t9BGggwQmRuUwAFsjQZ4aIRih_9EQTJuUi3nMP94oKaOHOIXOZ6B-I5y4XrJ92XRCEYgbkCOBNAA-bKXTXt7ysTuegDhv9kRncrGrc4-ldLkTNA5edf-D0aVpAhVJuFFZlBA/s320/photo_01.jpg" width="320" /></a></div><div class="NoSpacing"><br />
</div><div class="NoSpacing">Small streets have been a critical part of <st1:city w:st="on"><st1:place w:st="on">Baltimore</st1:place></st1:city>’s urban fabric since the 1700s, when industry and commerce first clustered around the harbor. They continued to be an integral part of the expanding city until around 1920. During that time, small streets provided affordable housing for working class families close to jobs. The so-called alley houses provided ambitious new immigrant families of <st1:city w:st="on"><st1:place w:st="on">Baltimore</st1:place></st1:city> with places of living more dignified than the tenements of other cities.</div><div class="NoSpacing"><br />
</div><div class="NoSpacing">Because rowhouses on small streets tend to be simpler in architecture and smaller in size than the houses on nearby main streets, affordability is part of their nature. At the same time, the small rowhouses afford working-class people the opportunity to live in <i>good </i>neighborhoods. Planners and community leaders today realize that a mix of incomes amongst residents makes a neighborhood healthier and stronger than if it is homogenous. Furthermore, small streets can create affordable housing without any government subsidy. </div><div class="separator" style="clear: both; text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjMDIEUYm5vk_X6n4bD2HHFD8I-TfSy-u7SqxdT8_ASwaq82OpMPsKvtlwxmWrPdt8p8qlkG4N-h8ruYl5OX9Z_WqNLQF6NZAteWSJYI6CB4WEVay6UlSxd8ARZLGJRuGfs1W81sLRga-4/s1600/photo_02.png" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" height="160" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjMDIEUYm5vk_X6n4bD2HHFD8I-TfSy-u7SqxdT8_ASwaq82OpMPsKvtlwxmWrPdt8p8qlkG4N-h8ruYl5OX9Z_WqNLQF6NZAteWSJYI6CB4WEVay6UlSxd8ARZLGJRuGfs1W81sLRga-4/s400/photo_02.png" width="400" /></a></div><div class="NoSpacing"><br />
</div><div class="NoSpacing">Butchers Hill presents an excellent example of a neighborhood made affordable through small streets. The homes on <st1:street w:st="on"><st1:address w:st="on">East Baltimore Street</st1:address></st1:street> are quite grand, but just around the corner down <st1:street w:st="on"><st1:address w:st="on">North Duncan Street</st1:address></st1:street> in this photo are houses that are smaller and more affordable yet no less respectable. The two housing types co-exist harmoniously, complimenting each other to create an economically diverse neighborhood that is beautiful and stable.</div><div class="NoSpacing"><br />
</div><div class="NoSpacing">In addition to being affordable places, small streets are what planners call livable places. Small streets attract people and bicycles, not cars. Building in a compact form creates a more livable environment where people can obtain many if not all of their daily needs nearby. There's no need to drive to the grocery store, library, bank, or café. Many people who live in small streets find it unnecessary to own a car. If a destination is not within walking or bicycling distance, compact neighborhoods that include small streets are often well-served by public transit. </div><div class="NoSpacing"><br />
</div><div class="NoSpacing">Everyone knows the saying, "It takes a village to raise a child". Until half a century ago, the street was where children played and neighbors met in cities and towns throughout the world. "Villagers" didn't have to go out of their way to raise their neighbors' child, it was integrated into the social and urban fabric of daily life. Neighborhood streets were safe places because there were always people out, neighbors inadvertently self-policing simply by sitting outside and chatting. The streets of <st1:city w:st="on">Baltimore</st1:city> and other <st1:country-region w:st="on"><st1:place w:st="on">U.S.</st1:place></st1:country-region> cities adequately served this function until the onslaught of the private car. <a href="" name="_GoBack"></a></div><div class="NoSpacing"><br />
</div><div class="NoSpacing">In his groundbreaking book <i>Livable Streets</i>, scholar Donald Appleyard demonstrated that as traffic increased, people knew fewer of their neighbors and used less of their street for socializing. Small streets discourage speeding and through-traffic with their design, and thereby free the street to reclaim its traditional role as playground and gathering place for residents.</div><div class="separator" style="clear: both; text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEi1xDMyOazKcScRyyZTvjmQ3P0YKYIm_gXgcIxAk9hM9gWIs98SFRnTbseCO9w47JRpB6ZQnfMtDT5531uA_cUyllpq6EQdmcLIWwlpQUCcE3zBrWqYxx1bhxFBeyc2-x9_UHIT40rjzzQ/s1600/photo_03.jpg" imageanchor="1" style="clear: left; float: left; margin-bottom: 1em; margin-right: 1em;"><img border="0" height="213" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEi1xDMyOazKcScRyyZTvjmQ3P0YKYIm_gXgcIxAk9hM9gWIs98SFRnTbseCO9w47JRpB6ZQnfMtDT5531uA_cUyllpq6EQdmcLIWwlpQUCcE3zBrWqYxx1bhxFBeyc2-x9_UHIT40rjzzQ/s320/photo_03.jpg" width="320" /></a></div><div class="NoSpacing"><br />
</div><div class="NoSpacing">Small streets offer an urban alternative to the suburban cul-de-sac. The cul-de-sac was the 20th century attempt to create a safe space for children to play in the street, and it did serve that purpose well. However, the side-effects included car dependency for all other activities, which only exacerbated the problem. Grandparents and other seniors past driving age were either isolated at home or shipped off to retirement communities, and parents of tweens were forced to play chauffeur between soccer matches and swim-meets. In contrast, small streets in a dense town or city environment provide all of one's needs within walking distance. Kids can walk to school and activities, and the older folks are near services, parks, their grand-kids, and each other.</div><div class="NoSpacing"><br />
</div><div class="NoSpacing"><st1:city w:st="on">Baltimore</st1:city> is fortunate to benefit from having small streets in a country where they are uncommon, and the alley houses <st1:city w:st="on">Baltimore</st1:city> have a unique historic charm unlike houses found anywhere else in the <st1:country-region w:st="on"><st1:place w:st="on">United States</st1:place></st1:country-region>. Unfortunately many small streets were demolished in the “urban renewal” era, making the preservation of those that remain that much more important. As the City of <st1:city w:st="on"><st1:place w:st="on">Baltimore</st1:place></st1:city> works to rewrite its zoning code, it should seize the opportunity to include policies that will encourage the preservation of existing small streets and the creation of new small streets.</div><div class="NoSpacing"><br />
</div><div class="NoSpacing">Want to learn more? Visit the Small Streets website at <a href="http://www.smallstreets.org/">www.smallstreets.org</a>.</div>Unknownnoreply@blogger.com0tag:blogger.com,1999:blog-5002063867697164499.post-11421404617663994212011-08-03T11:17:00.000-07:002011-08-03T11:17:15.900-07:0020-Minute Neighborhood as the New England Town<div class="NoSpacing"><span class="Apple-style-span" style="font-size: 16px;">Guest Blogger</span></div><div class="NoSpacing"><span class="Apple-style-span" style="font-size: 16px;">Phil LaCombe</span></div><div class="NoSpacing"><span class="Apple-style-span" style="font-size: 16px;">TND Planning Group Intern</span></div><div class="NoSpacing"><br />
</div><div class="MsoNormal"></div><div class="NoSpacing">Although we write mostly about the 20-minute neighborhood in the context of the city, sometimes small towns remind us that cities are really just a collection of neighborhoods and that the best cities are collections of <i style="mso-bidi-font-style: normal;">20-minute neighborhoods.</i></div><div class="separator" style="clear: both; text-align: center;"></div><div class="NoSpacing"><i style="mso-bidi-font-style: normal;"><br />
</i></div><div class="MsoNormal">Recently, I took a trip from Maryland up to my home region of the Pioneer Valley in Western Massachusetts and in my travels visited the town of Greenfield, Massachusetts. Around 17,000 people call the Town of Greenfield home and roughly 6,000 people live within 20 minutes’ walking distance from the center of town. Greenfield is neither a tourist or college town, yet its Main Street contains all the right elements to provide a solid foundation for a 20-minute neighborhood.</div><div class="MsoNormal"><br />
</div><div class="MsoNormal">We all need to eat, so a grocery store is arguably the most important element in a 20-minute neighborhood. Greenfield has the reasonably-sized Green Fields Market, which presents an inviting storefront in a compact space directly on the sidewalk but provides a thorough selection to meet nearby residents’ daily needs. A full-service food store brings people of all demographics to the main commercial street and can even serve as a community gathering space. A jazz ensemble, writers’ workshop, and yoga class all regularly make use of the second floor of the store. Sitting at a table on a sidewalk, I noticed that many o<a href="" name="_GoBack"></a>f its patrons do not drive but walk or bike to the store.</div><div class="MsoNormal"><span style="mso-no-proof: yes;"><br />
<!--[endif]--></span></div><div class="separator" style="clear: both; text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhLy6v2vBoUy8rlrHvStcuhAT88gp8gZg0BtzF5JG4o0RCjNwONaJGGc0TYz_yUyUPPqVSc7qC57xOEZDsyQPmwZ5UDoeVNK0gJt6V5a3wD6X9Nx3JPcWrPhX6WN-tDPsT8abyOJ5VVSr4/s1600/coop.jpg" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" height="300" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhLy6v2vBoUy8rlrHvStcuhAT88gp8gZg0BtzF5JG4o0RCjNwONaJGGc0TYz_yUyUPPqVSc7qC57xOEZDsyQPmwZ5UDoeVNK0gJt6V5a3wD6X9Nx3JPcWrPhX6WN-tDPsT8abyOJ5VVSr4/s400/coop.jpg" width="400" /></a></div><div class="MsoNormal"><span style="mso-no-proof: yes;"><br />
</span></div><div class="MsoNormal">Because I’m in just my early twenties, I never knew a time when people went downtown to shop at a department store. I was shocked to find Wilson’s Department Store on Main Street in Greenfield. There’s no need to drive to the mall or big-box store outside of town to buy clothing or housewares—you can walk to Wilson’s. Like all of the smaller buildings on Main Street, Wilson’s sits directly on the sidewalk to encourage walking. Much of Main Street features diagonal parking that helps to calm traffic on what would otherwise be a very wide street.</div><div class="MsoNormal"><br />
</div><div class="separator" style="clear: both; text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEiC1SLksMJQLsji7hoZVpjWP64ZBnXQ-uyGDH-t_6Qgo6reVMsNz59NTX4NbJNReBopVwan9HaJhXrrX0lzZWuAxk-ckFCKSMm-XwAwv1QxotvoD-UfCATuGMcunB7c-GRHOU_ad_OuDe4/s1600/dept+store.jpg" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" height="298" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEiC1SLksMJQLsji7hoZVpjWP64ZBnXQ-uyGDH-t_6Qgo6reVMsNz59NTX4NbJNReBopVwan9HaJhXrrX0lzZWuAxk-ckFCKSMm-XwAwv1QxotvoD-UfCATuGMcunB7c-GRHOU_ad_OuDe4/s400/dept+store.jpg" width="400" /></a></div><div class="MsoNormal"><span style="mso-no-proof: yes;"><br />
<!--[endif]--></span></div><div class="MsoNormal">The “necessity” amenities in Greenfield, which include the grocery store, department store, post office and more, support “optional” amenities and activities such as the movie theater. <i style="mso-bidi-font-style: normal;">(The movie titles on the marquee are out of date because I took these photos on a previous trip.)</i> There’s also the library, YMCA, art galleries, smaller shops, a great park, and an array of cafés, bars and restaurants. All of these amenities feed on the foot and bike traffic from each other, creating synergies that not only bring life to the town but also circulate dollars in the local economy. </div><div class="MsoNormal"><span style="mso-no-proof: yes;"><br />
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</span></div><div class="MsoNormal">Because Greenfield’s businesses sit directly on the sidewalk, engage the street, and exist in a connected mixed-use fabric with nearby residences, they create synergies for walking and overall livability. One could live well in this town of just 17,000 people without using a car on a regular basis!</div><div class="separator" style="clear: both; text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjwp4tQU_6iFMz5Yl___tIwYsGg1eUOn5JNVRDMLr7Z61SH-wdS053pA8AZqQUD-Kl47sVFb_XSCQ_gd58yGRcPyqZFlm3ZFOudoDKZUj3ZBZQk0CuIpIhRbHjqWQvl1LL-J8P3Dj9JKuo/s1600/cafe.jpg" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" height="400" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjwp4tQU_6iFMz5Yl___tIwYsGg1eUOn5JNVRDMLr7Z61SH-wdS053pA8AZqQUD-Kl47sVFb_XSCQ_gd58yGRcPyqZFlm3ZFOudoDKZUj3ZBZQk0CuIpIhRbHjqWQvl1LL-J8P3Dj9JKuo/s400/cafe.jpg" width="300" /></a></div><div class="MsoNormal"><span style="mso-no-proof: yes;"><br />
<!--[endif]--></span></div><div class="MsoNormal">For good reason, the center of Greenfield earns a Walk Score of 92, making it a “Walker’s Paradise.” However walkable it may be, it’s important for a neighborhood to also have good transit access so that it’s possible to travel to other neighborhoods, towns and cities without a car. A transit center currently under construction will provide local bus, intercity bus, and paratransit service just two blocks from the center of town. In a few years, the transit center will offer Amtrak rail connections to other cities in the region as well as the Northeast Corridor, including New York City and our very own Baltimore. </div><div class="separator" style="clear: both; text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjbytM2241LvRsNjhb4Tm52tdsY1SQ9DdUuzkHIZyVBZ1jrLJtu6vfXSVGyRQqPvxTxKZ5sQE32y8gGW-N69nm2YYySwrE5Qs3F7rJ6-hCBAe2NMAiaUgenJ87OsSMACSe2XLt5gQg2X1A/s1600/CIMG6017+%2528cropped%2529.jpg" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" height="300" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjbytM2241LvRsNjhb4Tm52tdsY1SQ9DdUuzkHIZyVBZ1jrLJtu6vfXSVGyRQqPvxTxKZ5sQE32y8gGW-N69nm2YYySwrE5Qs3F7rJ6-hCBAe2NMAiaUgenJ87OsSMACSe2XLt5gQg2X1A/s400/CIMG6017+%2528cropped%2529.jpg" width="400" /></a></div><div class="MsoNormal"><br />
</div>Unknownnoreply@blogger.com0tag:blogger.com,1999:blog-5002063867697164499.post-22459982529696506442011-07-27T13:52:00.000-07:002011-07-27T14:55:22.087-07:00Laying the Groundwork for a "Popular" Transit System In BaltimoreAs we continue to work on analyzing places in Baltimore for suitability as 20-minute walkable neighborhoods, we are beginning to focus on how transit and bicycle infrastructure could be optimized to connect and support a network of walkable places and destinations.<br />
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<div class="separator" style="clear: both; text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjN-kxRabiiz5vbCwzfxzFoBl33c2dLbu4MaQwLH40Wep9GUHTxoBzSvTIkTwjKvH7XzR8DJ47Xdn1FfwAWRxAPrRxooglCDndXabbnX4_RgQO_r-MeiVj9JzgnwPTm_AJ-SORPo1gSVis/s1600/strasburg+tram.jpg" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" height="300" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjN-kxRabiiz5vbCwzfxzFoBl33c2dLbu4MaQwLH40Wep9GUHTxoBzSvTIkTwjKvH7XzR8DJ47Xdn1FfwAWRxAPrRxooglCDndXabbnX4_RgQO_r-MeiVj9JzgnwPTm_AJ-SORPo1gSVis/s400/strasburg+tram.jpg" width="400" /></a></div>In order to foster such a regional network of 20-minute neighborhoods, a key ingredient is that public transit must become a truly popular form of transportation. A "popular" transit system is one that is as attractive as driving (if not more so) to those who can afford to drive for many trip purposes, and one that is patronized by a wide cross section of residents and visitors in a metropolitan area. A transit system can only be popular when a pervasive "transit culture" exists that supports public transit as an integral part of daily life and civic pride.<br />
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Washington, DC's MetroRail is perhaps the best known model of a popular transit system in this country. This popularity didn't happen overnight, but took decades to develop and foster. New York City, Boston, and San Francisco have managed to maintain popular transit systems which are used by a large cross section of the population, and for varied trip purposes. Other cities like Philadelphia and Chicago also have a popular transit culture, but to a somewhat lesser extent.<br />
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Even cities that until recently had no modern transit systems to speak of such as Denver, Seattle, Portland, Dallas, Charlotte, Houston, and Minneapolis are aggressively expanding their light rail lines and focusing on developing transit oriented development around stations. These are cities where transit culture is gradually beginning to emerge because of deliberate policies and actions to make it happen.<br />
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<div class="separator" style="clear: both; text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEifWi-kCCrNBNA5LY5r1fVUldI4agyQceCxdDqh-w4C_Yhp8zx2IO2VGfsqMGOOhhYc5RaXCIXlGj6nPJgZBr0quhkJRBC6Wb2wr_H2QjxQ7UR8MI6TziMZ0Zsp7vE8gy3N2xTrthQP1ag/s1600/IMG_2483.JPG" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" height="300" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEifWi-kCCrNBNA5LY5r1fVUldI4agyQceCxdDqh-w4C_Yhp8zx2IO2VGfsqMGOOhhYc5RaXCIXlGj6nPJgZBr0quhkJRBC6Wb2wr_H2QjxQ7UR8MI6TziMZ0Zsp7vE8gy3N2xTrthQP1ag/s400/IMG_2483.JPG" width="400" /></a></div>In other parts of the world in cities across Europe and Asia, and even South America, transit culture is being strengthened as strategies for reducing carbon emissions and investment in sustainable mobility options are being expanded at an accelerating pace.<br />
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Baltimore, in contrast, has plenty of transit service, but no real transit culture or popular constituency. Public transit in Baltimore could be describe as anything but popular. Rather, there is more of a feeling that transit is tolerated - by those who use it and those who don't. Baltimore's rail lines - the Central Light Rail and the Metro Subway - are not perceived or marketed as part of a unified system and are notorious for being slow and "going nowhere" respectively. Local bus routes are seen as the mode of last choice, and commuter buses are used by a minuscule portion of the region's labor force. The MARC commuter rail lines are tailored primarily for Washington, DC -bound workers and don't even operate on the weekends. The planned east-west Red Line light rail, which has been in planning for seven years and will not open for at least another eight years under the most optimistic scenario, has been the subject of fierce opposition and controversy. All the while, new highway widening projects and downtown parking garages continue to get built here with relative ease.<br />
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So what will it take to for public transit to become popular and widely embraced in Baltimore? And why does it matter?<br />
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The answer to the second question of why it matters should be obvious to anyone. The most successful metropolitan areas going forward into the 21st Century will be built around sustainable mobility networks: in other words, those that rely less on highways and driving as the only practical choice for getting around, and rely more on providing attractive transit and biking options to and from walkable destinations within their metro area.<br />
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Baltimore's demographic landscape has been changing over the past decade and there has been a dramatic influx of young creatives who are predisposed to using alternative transportation including transit and biking. This is a growing market that, by and large, want to live in walkable neighborhoods where there is typically less dependence on driving. Yet, at the same time, there is also a widespread sentiment that a usable transit system here is the one missing ingredient in what could otherwise be world-class city.<br />
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Creating a decent transit system that newcomers have experienced elsewhere and demand will likely be a key factor in being able to attract and retain the educated, creative generation in the Baltimore Region. At this point in time, there should be sense of urgency in re-imagining our transit system as Baltimore competes against the other cities mentioned above who are positioning themselves to capture this next generation.<br />
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So, to begin laying the groundwork for a popular transit system in Baltimore, consider these fundamental elements which, when combined, would have a transformative effect on how transit is perceived and used:<br />
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<b>1. Creation of a Primary Transit Network</b><br />
<b>2. Effective branding and marketing of transit</b><br />
<b>3. Dedicated transit lanes and rights of way</b><br />
<b>4. Robust use of customer information tools</b><br />
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Upcoming blog entries will start to address each one of these elements in depth and reveal how Baltimore currently fares, what other cities are doing right, what the opportunities are here, and what it will take to do it.Unknownnoreply@blogger.com1tag:blogger.com,1999:blog-5002063867697164499.post-41067179632116288152011-07-20T20:15:00.000-07:002011-07-20T20:15:04.693-07:00"Walkscoring" Places in BaltimoreThe latest step toward developing a conceptual framework of 20-minute walkable neighborhoods connected by transit and biking includes an analysis of Walk Scores and Transit Scores for places in Baltimore. We used the list of places recorded at the 20-Minute Neighborhood Workshop, and included all of those which could be considered a neighborhood. Place like shopping centers, parks, and other non-residential destinations were not included. Neighborhoods that were not recorded at the workshop were also not included, but will be added later. <div><br />
</div><div>For this analysis, we calculated the Walkscore and Transitscore for each neighborhood and created a table that presents the results at a glance. Then we sorted the table from highest to lowest Walk Score using the more refined StreetSmart Walkscore method. Street Smart uses a more sophisticated algorithm than the Standard "crow-fly distance" Walkscore. More details on how this works can be found <a href="http://envisionbaltimore.blogspot.com/2011/05/defining-baltimores-20-minute.html">here</a>.<div><br />
</div><div class="separator" style="clear: both; text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEg48VzSWIUk2k9zvsP-fCAlythGcbYpXfi2fjC9OJglf9JqrHyFl5SmcUzRVetBwgCmFEsItF_NDq7iJeMEUeGRhEl7WLyvO-hiGW4CEQMxaH5xLF8rgiD-AmaDanhvfvPXzMiOW_O3i-o/s1600/Walkscore+baltimore+places.jpg" imageanchor="1" style="clear: right; float: right; margin-bottom: 1em; margin-left: 1em;"><img border="0" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEg48VzSWIUk2k9zvsP-fCAlythGcbYpXfi2fjC9OJglf9JqrHyFl5SmcUzRVetBwgCmFEsItF_NDq7iJeMEUeGRhEl7WLyvO-hiGW4CEQMxaH5xLF8rgiD-AmaDanhvfvPXzMiOW_O3i-o/s1600/Walkscore+baltimore+places.jpg" /></a></div><div>The table shows the results of the analysis. The best performing areas were color-coded as green, while areas of decreasing walkability (meaning fewer amenities to walk to and/or inadequate street network connectivity) are shown in shades of yellow and pink further down the list.</div><div><br />
</div><div>This table is not comprehensive, but provides a good starting point for constructing a network of 20-minute neighborhoods. </div><div><br />
</div><div>What other places should be added to the list? Let us know and we will calculate their Walkscore and Transitscore.</div><div><br />
</div><div>Next up will be using the analysis to date to begin looking at scenarios for connecting places together via Primary Transit Network and bikeways.</div></div>Unknownnoreply@blogger.com2tag:blogger.com,1999:blog-5002063867697164499.post-25258838719782284982011-07-14T07:13:00.000-07:002011-07-14T07:14:30.257-07:00Road Trip: Savannah's 20-minute neighborhoodsAs part of a whirlwind getaway last week, I visited Savannah, Georgia, one of the preeminent walkable cities in the U.S. Even with Savannah's legendary oppressive heat, experiencing this place is a pure delight for anyone who appreciates great pedestrian-friendly urbanism.<br />
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This small city of approximately 136,000 was established in 1733 and laid out by General James Oglethorpe. His unique plan included 24 squares inserted at regular intervals into a uniform street grid. 21 of these squares still exist today and are one of the primary reasons why Savannah is such an inviting and special place. Savannah also boasts the nation's largest National Register Historic District which encompasses its entire downtown and its adjacent neighborhoods.<br />
<div class="separator" style="clear: both; text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEiQtLILDDj-zg3O8MnXR7ZPBzH5zraynXB4iYJCq92b2NezbgXBLW9MZrrk-7YEdDbnGCXB32df0I1Y4aTYOcndHtuxSGpXOfVFgqV1mQsryNoqY-oP20nwXkeJEqXxQ3AiD71eFNJbKmo/s1600/DSCN0245.JPG" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" height="300" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEiQtLILDDj-zg3O8MnXR7ZPBzH5zraynXB4iYJCq92b2NezbgXBLW9MZrrk-7YEdDbnGCXB32df0I1Y4aTYOcndHtuxSGpXOfVFgqV1mQsryNoqY-oP20nwXkeJEqXxQ3AiD71eFNJbKmo/s400/DSCN0245.JPG" width="400" /></a></div><br />
Despite its's small size, Savannah is a city of over 100 distinct neighborhoods, many of which would qualify as 20-minute neighborhoods. I was there visiting a good friend and fellow urbanist who lives near Forsyth Park, a vibrant urban oasis that seemed continuously filled with joggers, dog walkers, and stroller pushers.<br />
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<div class="separator" style="clear: both; text-align: center;"></div><div class="separator" style="clear: both; text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjhGOhd0NWN-OuD5E0XYgDupXO4IG6NV74mppuvdXpYZw7GcfaKzu1-Ec7m28QrIv9ZByVCItWah49nwTh0-NvrHpfk3TD6x-5brJ5mZqfTqmh0Ye_8dP94LEM0scf4yH-AkgtYzdQXuGo/s1600/DSCN0152.JPG" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" height="300" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjhGOhd0NWN-OuD5E0XYgDupXO4IG6NV74mppuvdXpYZw7GcfaKzu1-Ec7m28QrIv9ZByVCItWah49nwTh0-NvrHpfk3TD6x-5brJ5mZqfTqmh0Ye_8dP94LEM0scf4yH-AkgtYzdQXuGo/s400/DSCN0152.JPG" width="400" /></a></div><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjfckFuY24e4MRZANpfEyn5aLko1Jd79jpxNaSrFS5neaL-oiLuVwandNr65p6B2U7tA1n3tHYC16xJE7cmMIEX9kZ0xcazYz7wPCDAR7vHB20ZF-O4lho-ZEvdegHfEP7cKt2yn_htzv4/s1600/DSCN0141.JPG" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" height="300" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjfckFuY24e4MRZANpfEyn5aLko1Jd79jpxNaSrFS5neaL-oiLuVwandNr65p6B2U7tA1n3tHYC16xJE7cmMIEX9kZ0xcazYz7wPCDAR7vHB20ZF-O4lho-ZEvdegHfEP7cKt2yn_htzv4/s400/DSCN0141.JPG" width="400" /></a><br />
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We spent Friday evening and much of the day Saturday walking the city, where I was able to experience many of the wonderful squares - each with its own special charm and distinct character, the great human-scale architecture and walkable streetscapes, great local food and drink, and the general ongoing revitalization of Savannah's downtown core and neighborhoods.<br />
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A major factor in the revitalization of downtown Savannah is The Savannah College of Art and Design, or SCAD for short. SCAD is a relatively new school, having been in existence only since 1978, and is entirely embedded into the urban fabric through the reuse of mostly historic buildings for classrooms, dorms, and administrative offices.<br />
<div class="separator" style="clear: both; text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgCDBSjyWNwFpBz-22AIGaEP2Bl59reqpr9EUUQ1Z2Psm1B0ZoOI9y3ZHfz3HCJpUFqcUMaiC0PDOhbqaioDb1-e28Q8mfCmlFvdavi4BtyvhF9uhj2lemtk5BaCamWK6NKZ13-NUNQ1RU/s1600/DSCN0221.JPG" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" height="300" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgCDBSjyWNwFpBz-22AIGaEP2Bl59reqpr9EUUQ1Z2Psm1B0ZoOI9y3ZHfz3HCJpUFqcUMaiC0PDOhbqaioDb1-e28Q8mfCmlFvdavi4BtyvhF9uhj2lemtk5BaCamWK6NKZ13-NUNQ1RU/s400/DSCN0221.JPG" width="400" /></a></div><br />
I also observed Savannah's emerging bicycle culture where bicycles are increasingly being used by all ages and socio-economic groups as a basic form of transportation. Savannah is mostly flat and easy to get around by bicycle. The city has started putting in bike lanes, and there were obvious opportunities to do much more to make the streets bicycle-friendly.<br />
<div class="separator" style="clear: both; text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEh_26-M6zkn6T9PtIeljbLBnxutPPf4kyzNriaKPN-Gc3jFwu3hrt41LprRzf1oor_FTEoaZArY9icHKBaiYkRxtkMaHHixrhYnI5SCWShENzFnGgOdLpw6KypF9s62J13FiweAn08_3A8/s1600/DSCN0233.JPG" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" height="300" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEh_26-M6zkn6T9PtIeljbLBnxutPPf4kyzNriaKPN-Gc3jFwu3hrt41LprRzf1oor_FTEoaZArY9icHKBaiYkRxtkMaHHixrhYnI5SCWShENzFnGgOdLpw6KypF9s62J13FiweAn08_3A8/s400/DSCN0233.JPG" width="400" /></a></div><br />
The compactness of the city also puts most of it within reach of a short bus ride, some of which are attractive open-air rubber tired trolleys. Savannah's transit system, called CAT, includes a free trolley bus route that circulates through the urban core. Like Baltimore, Savannah's buses now have bike racks on them.<br />
<div class="separator" style="clear: both; text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjFrC1UVwzaQfSiRj2Ys6UaSU_AkfPbkz9x_P7wchPeMAbrtXL750d6cY-RiJkuQ0RwLNQKXv7rKu-3fjYIJv8jW6YF8tObBA-1UMN47fyozifYCjrLeInmP4h0QOMTovrzdyRyMRx3ESc/s1600/DSCN0382.JPG" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" height="300" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjFrC1UVwzaQfSiRj2Ys6UaSU_AkfPbkz9x_P7wchPeMAbrtXL750d6cY-RiJkuQ0RwLNQKXv7rKu-3fjYIJv8jW6YF8tObBA-1UMN47fyozifYCjrLeInmP4h0QOMTovrzdyRyMRx3ESc/s400/DSCN0382.JPG" width="400" /></a></div><br />
One of the most important aspects of creating 20-minute neighborhoods, is proximity to a full service grocery store or supermarket. There is a relatively new 44,000 square foot Kroger grocer in my friend's neighborhood, less than a 5-minute walk from his home. The free bus route also runs directly past the market.<br />
<div class="separator" style="clear: both; text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgAEjTg1DwcWdsELDCiXNYWqbwsG0gFUFcUV_zi_6dDZWNFjVOPERpL9-YyGvpQDGa6o7EDqKxaIeXUgVBJsW2rfFX1yRs-y_vJM3PJLZW5TDVsNSYTCKeawQsUkNk-MlxzwEETck-umBM/s1600/P7130009.JPG" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" height="300" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgAEjTg1DwcWdsELDCiXNYWqbwsG0gFUFcUV_zi_6dDZWNFjVOPERpL9-YyGvpQDGa6o7EDqKxaIeXUgVBJsW2rfFX1yRs-y_vJM3PJLZW5TDVsNSYTCKeawQsUkNk-MlxzwEETck-umBM/s400/P7130009.JPG" width="400" /></a></div><br />
There are also several smaller specialty grocers within a 5 and 10 minute walk of his home, as well as coffee shops, restaurants, retail stores, health centers, parks, places of worship, and more. In fact, the Walkscore of his home address is 91 out of 100, classified as "Walker's Paradise."Unknownnoreply@blogger.com2tag:blogger.com,1999:blog-5002063867697164499.post-68214342881826579722011-06-29T09:20:00.000-07:002011-06-30T07:12:56.918-07:00Workshop Results Round II: Baltimore Place Mapping<table align="center" cellpadding="0" cellspacing="0" class="tr-caption-container" style="margin-left: auto; margin-right: auto; text-align: center;"><tbody>
<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEj-lwyuHxjYxoALb6zkXZNGa5MLcpjByLSB0N0eGzUWacgDQ0YQ-h6VDObai9eS2nkdYswjxJBXfpXyrWDk_rRdR5HACFp3OVxHw0EKCy6SBIAGUOeHU9lPqfmIvV5hZ_3vyMnMJhiZMsA/s1600/20+Minute+Neighborhood+Google+Place+Map.jpg" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" height="250" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEj-lwyuHxjYxoALb6zkXZNGa5MLcpjByLSB0N0eGzUWacgDQ0YQ-h6VDObai9eS2nkdYswjxJBXfpXyrWDk_rRdR5HACFp3OVxHw0EKCy6SBIAGUOeHU9lPqfmIvV5hZ_3vyMnMJhiZMsA/s400/20+Minute+Neighborhood+Google+Place+Map.jpg" width="400" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;">Baltimore Google Primary and Secondary Place Map </td></tr>
</tbody></table>It's been two months since the workshop and we've continued to analyze the input we've received from participants. This week, we share the results of the place mapping exercise. One of the basic concepts covered at the workshop was that of creating a network of "primary and secondary" transit and bike routes that connects "primary and secondary" places. This multi-tiered approach that connects different kind of places with a similarly appropriate transit and bike network is common in other parts of the world but represents a departure from the largely one-size-fits-all approach to urban transportation and land use policy that has been in place in the U.S. for decades.<br />
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Primary places include those that either have a distinct center or sense of place and have the potential to generate large amounts of pedestrian activity, and/or major destinations or attractions that typically draw people from throughout the metropolitan area or beyond. Examples of primary places include universities, sports complexes, downtowns, regional transportation facilities, entertainment districts, major employment concentrations, and regional shopping centers.<br />
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Secondary places are those which also have a distinct center and have potential to generate significant pedestrian activity, but draw from a more local market within part of a metro area or surrounding neighborhoods. Examples of secondary places include neighborhood commercial districts, main streets with local shops, parks, and other types of destinations that do not draw from the entire metro area.<br />
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Worskhop participants at each of eight tables were asked to map primary and secondary places in the Baltimore metro area by placing a blue dot over the center of primary places and yellow dots over secondary places. Participants were then asked to identify if places were either "healthy", meaning that they were already relatively pedestrian friendly and walkable, or "have potential" - meaning that they have the potential to become walkable and vibrant if revitalization efforts or other steps are taken to transform them.<br />
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Since the workshop, we have been working on conducting an assessment of the place mapping results. As part of the process we have built a geographic information system (GIS) database, or digital map, of the place mapping. We have also built a Google Map of the place map results, which can be seen by <a href="http://maps.google.com/maps/ms?msid=217504181776930245010.0004a59bf964f4fd3d664&msa=0&ll=39.325268,-76.626892&spn=0.196264,0.308647">clicking here</a>.<br />
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The map includes places that were identified by at least 3 or more of the 8 tables. In cases where a place was identified as both primary and secondary by different tables, the dominant category was used. There were a handful of cases where a place was identified equally in both categories. In those cases, we used our judgment and knowledge of the region on how to classify each on the Google map.<br />
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The GIS maps shown below illustrate the number of times that places were selected as either primary or secondary. The larger the circle, the more tables identified them. Places that were identified by fewer than 3 tables do not appear on this series of maps. Clearly, there are places that did not make it onto the maps that should be added. Those did not appear because they were either not identified by enough tables or they were not identified by any table. We would like input on places which should be added in order to gain a high level of confidence that the list is comprehensive.<br />
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<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhHM4j4mZ88hRDMoeBSL66ImJNiU0fz2DQzo1OrBk6mWAdWlVanar-hitIGtyh49jAHwWB4AM-0dOqzowSkn2wSgauLt2nUg4zXkKNjkuKGTIXBCTQ1Fozdw6CBtJkJizT2Kgba8-1HQKM/s1600/place+map+-+secondary.jpg" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" height="330" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhHM4j4mZ88hRDMoeBSL66ImJNiU0fz2DQzo1OrBk6mWAdWlVanar-hitIGtyh49jAHwWB4AM-0dOqzowSkn2wSgauLt2nUg4zXkKNjkuKGTIXBCTQ1Fozdw6CBtJkJizT2Kgba8-1HQKM/s400/place+map+-+secondary.jpg" width="400" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;">Secondary Places</td></tr>
</tbody></table><table align="center" cellpadding="0" cellspacing="0" class="tr-caption-container" style="margin-left: auto; margin-right: auto; text-align: center;"><tbody>
<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgbsgwgHP_o4vfN3KZArwHqnNT6JO9-T-3k9sxx1mbXWM66ZE_mZH9cL8VwQ-YINg-Lg3MJrjiFy7-8oZ9lsvUOUQ-TE1wC5LoKrJsXXERPOc_Q5BSNuig01aOdsplL_Eb930TvFHeVsvc/s1600/place+map+-+primary.jpg" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" height="330" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgbsgwgHP_o4vfN3KZArwHqnNT6JO9-T-3k9sxx1mbXWM66ZE_mZH9cL8VwQ-YINg-Lg3MJrjiFy7-8oZ9lsvUOUQ-TE1wC5LoKrJsXXERPOc_Q5BSNuig01aOdsplL_Eb930TvFHeVsvc/s400/place+map+-+primary.jpg" width="400" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;">Primary Places</td></tr>
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<table align="center" cellpadding="0" cellspacing="0" class="tr-caption-container" style="margin-left: auto; margin-right: auto; text-align: center;"><tbody>
<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEh1r03e0-k0xtNAyRAZPV8TJsN6EXfJWa3cB0wC389bff8EK6jn8zHSdQr90J61Jl2EMIqC4zYw_-1cFszy65fh0_bKvFlkvICcAnJefTAH1WYGRuJSxBiSQaOXuBpXN74hzirh9VZ4NMA/s1600/place+map+-+primary+and+secondary.jpg" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" height="330" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEh1r03e0-k0xtNAyRAZPV8TJsN6EXfJWa3cB0wC389bff8EK6jn8zHSdQr90J61Jl2EMIqC4zYw_-1cFszy65fh0_bKvFlkvICcAnJefTAH1WYGRuJSxBiSQaOXuBpXN74hzirh9VZ4NMA/s400/place+map+-+primary+and+secondary.jpg" width="400" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;">Composite</td></tr>
</tbody></table>Generating a comprehensive list of primary and secondary places is the first step in identifying where 20-minute neighborhoods are located, as well as places which are not 20-minute neighborhoods themselves, but are destinations that can serve 20-minute neighborhoods.<br />
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Soon, we will be rolling out the next step in the analysis, which is to look at the Walkscore and Transitscore of select Primary and Secondary places. This will help further identify elements of the 20-minute neighborhood framework and another step in determining how those places could be better connected by transit and bike facilities.Unknownnoreply@blogger.com0tag:blogger.com,1999:blog-5002063867697164499.post-42227927613616859772011-06-21T07:17:00.000-07:002011-06-21T07:17:45.380-07:00Green Bike Lanes Arriving in BaltimoreThere's a welcome new change in downtown Baltimore: Green bike lanes. Not only are these bike lanes "green" from an environmental and sustainability standpoint, but also green in the literal sense. <a href="http://www.bmorebikes.com/green-grows-the-bike-lane/">As reported in B'more Bikes</a>, The Baltimore City Department of Transportation (BDOT) has begun painting bike lanes on President Street as part of the final element in the Southeast Bicycle Network. <div><br />
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<tr><td style="text-align: center;"><a href="http://www.bmorebikes.com/wp-content/uploads/2011/06/2011-06-President-St-Bike-Lanes-003-Compress.jpg" imageanchor="1" style="clear: left; margin-bottom: 1em; margin-left: auto; margin-right: auto;"><img border="0" height="320" src="http://www.bmorebikes.com/wp-content/uploads/2011/06/2011-06-President-St-Bike-Lanes-003-Compress.jpg" width="240" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;">New green bike lane looking South on President Street</td></tr>
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</div><div>Painting the bike lanes green helps increase the visibility of the bike lanes and are intended to increase motorists' awareness of the lanes and cyclists that use them.<div><br />
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<tr><td style="text-align: center;"><a href="http://www.bmorebikes.com/wp-content/uploads/2011/06/2011-06-President-St-Bike-Lanes-004-Compress3-225x300.jpg" imageanchor="1" style="clear: left; margin-bottom: 1em; margin-left: auto; margin-right: auto;"><img border="0" src="http://www.bmorebikes.com/wp-content/uploads/2011/06/2011-06-President-St-Bike-Lanes-004-Compress3-225x300.jpg" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;">Looking north on President Street</td></tr>
</tbody></table><div>By creating a bike lane network that is more visible to drivers and cyclists, Baltimore is continuing to create a more bike-friendly city. The solid color bike lane markings are a relatively low-cost but significant step in encouraging more bicycle usage. </div><div><br />
</div><div>Colored bicycled lanes, whether green, blue, or red have been increasingly popular in other places throughout the U.S. and in Europe (see examples below).</div><div><br />
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</div><div>We hope that BDOT will continue converting existing bike lanes to green bike lanes and include the solid green paint scheme on new bike lanes that are subsequently installed. This will help reinforce the idea of visually connecting walkable places with bicycle and transit infrastructure. This ties in perfectly with the 20-Minute Neighborhood concept.</div><div><br />
</div><div>Just imagine being able to bicycle from neighborhood to neighborhood (or to transit stops) throughout Baltimore in 5 - 20 minutes along a network of green bike lanes and bike lanes that are physically separated from traffic, depending on the type of road.</div><div><br />
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<tr><td style="text-align: center;"><a href="http://sf.streetsblog.org/wp-content/uploads/6_20_2010/_1.jpg" imageanchor="1" style="clear: left; margin-bottom: 1em; margin-left: auto; margin-right: auto;"><img border="0" height="240" src="http://sf.streetsblog.org/wp-content/uploads/6_20_2010/_1.jpg" width="320" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;">Copenhagen</td></tr>
</tbody></table><div>With bold, but attainable steps like BDOT is taking, that vision is within reach. Kudos to BDOT pedestrian and bicycle planner Nate Evans and BDOT for their willingness to move Baltimore towards a sustainable transportation future!</div><div><br />
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<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEioNZeYTyh9GkjzIv3qRP1lxZnWfIrDRTpiGtcnQ6CEfrwUEaKVgrijaRXeVYUHoAgFs86YM41Egv34BF5yGg-D-jK0E9-AvkAQsHvCaxFxmnot0AJ7KxMTo8d_uf6AdZ3tQno6hdL7KNs/s400/IMG_3371_green-bike_lane_spreading.jpg" imageanchor="1" style="clear: left; margin-bottom: 1em; margin-left: auto; margin-right: auto;"><img border="0" height="240" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEioNZeYTyh9GkjzIv3qRP1lxZnWfIrDRTpiGtcnQ6CEfrwUEaKVgrijaRXeVYUHoAgFs86YM41Egv34BF5yGg-D-jK0E9-AvkAQsHvCaxFxmnot0AJ7KxMTo8d_uf6AdZ3tQno6hdL7KNs/s320/IMG_3371_green-bike_lane_spreading.jpg" width="320" /></a></td></tr>
<tr><td class="tr-caption" style="font-size: 13px; padding-top: 4px; text-align: center;">New York City</td></tr>
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<tr><td class="tr-caption" style="text-align: center;">Munich</td></tr>
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</div></div>Unknownnoreply@blogger.com0tag:blogger.com,1999:blog-5002063867697164499.post-79208516481164576942011-06-14T07:01:00.000-07:002011-06-14T07:01:46.818-07:00The Next Generation Speaks About 20-Minute Neighborhoods<div class="separator" style="clear: both; text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEiKoyvCRQ_f7QgMMnsoSocuCob6JfzA5-9MRfS9hoIMdGgGK2JWEX6S9f7ZjRLQlvf2FQjMXCBasROOZq_GRo_tgpjlIt1FXMXfxcbRv9Z04QXT8_FiYUj2rznxBF6lgBlAOT1FoeSFIJ4/s1600/IMG_2319.jpg" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" height="300" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEiKoyvCRQ_f7QgMMnsoSocuCob6JfzA5-9MRfS9hoIMdGgGK2JWEX6S9f7ZjRLQlvf2FQjMXCBasROOZq_GRo_tgpjlIt1FXMXfxcbRv9Z04QXT8_FiYUj2rznxBF6lgBlAOT1FoeSFIJ4/s400/IMG_2319.jpg" width="400" /></a></div><span class="Apple-style-span" style="font-family: Arial, Helvetica, sans-serif; font-size: 12px;">On a recent field trip to Washington, DC, two of our interns had an opportunity to experience 20-minute neighborhoods in action. Here they share their thoughts about what they learned and how it can apply to Baltimore.</span><br />
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<div class="MsoNormal"><b>Innovative Bike Infrastructure in <st1:city w:st="on"><st1:place w:st="on">Washington</st1:place> <st1:state w:st="on">D.C.</st1:state></st1:city><span class="Apple-style-span" style="font-size: 12px;"><o:p></o:p></span></b></div><div class="MsoNormal" style="font-size: 12px;"><b style="mso-bidi-font-weight: normal;"><st1:city w:st="on"><st1:state w:st="on">Mason Campbell, TND Planning Group Intern</st1:state></st1:city></b></div><div class="MsoNormal" style="font-size: 12px;"><b style="mso-bidi-font-weight: normal;"><st1:city w:st="on"><st1:state w:st="on"><br />
</st1:state></st1:city></b></div><span class="Apple-style-span" style="font-family: Arial, Helvetica, sans-serif; font-size: 12px;">Be it Lance Armstrong’s seven Tour de France victories, David Byrne’s book Bicycle Diaries, $4.00/gal gas, or maybe the nationwide consciousness about sustainability, it is plain to see that bicycle culture here in America is on the rise. This increased popularity is a great thing, considering <st1:city w:st="on"><st1:place w:st="on">Baltimore</st1:place></st1:city> is going to need a lot more people choosing cycling if it wants to create a network of 20 minute neighborhoods. However, <st1:city w:st="on"><st1:place w:st="on">Baltimore</st1:place></st1:city> also has the responsibility to accommodate this demand on its network of roads which are currently better suited for the Grand Prix than for a commuting cyclist. To see new forms of infrastructure which allow cars, bikes, and pedestrians to safely co-exist, we need look no further than <st1:place w:st="on"><st1:city w:st="on">Washington</st1:city> <st1:state w:st="on">D.C.</st1:state></st1:place></span><span class="Apple-style-span" style="font-family: Arial, Helvetica, sans-serif;"><div class="MsoNormal" style="font-size: 12px;"><o:p></o:p></div><div class="MsoNormal" style="font-size: 12px;"><st1:place w:st="on"><st1:state w:st="on"><br />
</st1:state></st1:place></div><div class="MsoNormal" style="font-size: 12px;">Often referred to as “cycle tracks”, these new protected bike lanes offer various types of physical separation from automobiles. One of the new cycle tracks (first installed on 15<sup>th</sup> Street, NW <span style="mso-spacerun: yes;"> </span>in 2009 as a one way “contra-flow” facility, but recently converted to two-way) physically separates cyclists from traffic by placing the bike lane between the curb and a lane of parked cars. The left vehicle lane is marked LEFT TURN YIELD TO BIKE PEDS at intersections to increase driver awareness of cyclists. This type of cycle track adds an immense amount of physical as well as perceived safety to a bike rider. Recent studies have shown a dramatic decrease in traffic accidents involving cyclists and an overall reduction in vehicle speeds along <st1:street w:st="on"><st1:address w:st="on">15<sup>th</sup> Street, NW</st1:address></st1:street>. All this comes to the District at the cost of paint, signage, and plastic bollards.<o:p></o:p></div><div class="MsoNormal" style="font-size: 12px;"><br />
</div><div class="MsoNormal" style="font-size: 12px;">The second type of cycle track was implemented last year on <st1:street w:st="on"><st1:address w:st="on">Pennsylvania Avenue</st1:address></st1:street>. It is located in the median, where one would expect to see a double yellow line. While there is no lane of parked cars here, plastic flex-post bollards and 2-foot painted buffers separate cyclists from traffic. Being situated in the median provides ease to cyclists turning left because they avoid crossing two directions of traffic. <o:p></o:p></div><div class="separator" style="clear: both; text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgzse1__KqH1IUr-pUJFFJMR3zpInVwSkjQVEsl_VLm4-SQdbrNVy0k20JJ1hvCmkvH9vtzw76KY7zDNfqeB5Km4V60BqHeJmM7PgSghm0X6_lmIMl6rC-xSvozM3wCUihJq8Iztj-5fcE/s1600/TND+Washington+Visit+013.jpg" imageanchor="1" style="clear: left; float: left; margin-bottom: 1em; margin-right: 1em;"><img border="0" height="400" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgzse1__KqH1IUr-pUJFFJMR3zpInVwSkjQVEsl_VLm4-SQdbrNVy0k20JJ1hvCmkvH9vtzw76KY7zDNfqeB5Km4V60BqHeJmM7PgSghm0X6_lmIMl6rC-xSvozM3wCUihJq8Iztj-5fcE/s400/TND+Washington+Visit+013.jpg" width="265" /></a></div></span><span class="Apple-style-span" style="font-family: Arial, Helvetica, sans-serif;"><div class="MsoNormal" style="font-size: 12px;">These types of cycle tracks provide attractive bike infrastructure that is relatively inexpensive to implement and easy to experiment with, in hopes of increasing bike ridership. <o:p></o:p></div><div class="MsoNormal" style="font-size: 12px;"><br />
</div><div class="MsoNormal" style="font-size: 12px;">In addition to a growing network of innovative bike lanes, D.C. also boasts the Capital Bikeshare Program. For an annual or daily membership fee anyone can rent one of 1100 bikes and return it to one of 110 stations around the District. Not only does this provide accessibility to non-bike owners but it provides a convenient alternative to driving a car without having to plan one’s day around safely storing a bike.<span style="mso-spacerun: yes;"> </span><o:p></o:p></div><div class="MsoNormal" style="font-size: 12px;"><span style="mso-spacerun: yes;"><br />
</span></div></span><span class="Apple-style-span" style="font-family: Arial, Helvetica, sans-serif; font-size: 12px;">From cycle tracks to bike-sharing, The District is recognizing its growing two wheeled population. It is continuing to designate space for encouraging cycling while improving safety, equitability, and convenience for riders. With even more stations being built, it appears that D.C.’s bike accommodation has also acted as a promotion, with more people choosing cycling every day. </span><br />
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<span class="Apple-style-span" style="font-family: Arial, Helvetica, sans-serif; font-size: 12px;">Using D.C. as a model, <st1:place w:st="on"><st1:city w:st="on">Baltimore</st1:city></st1:place> can foster it’s cycling community by making similar improvements.</span><span class="Apple-style-span" style="font-family: Arial, Helvetica, sans-serif; font-size: 12px;"> <st1:placename w:st="on">Baltimore</st1:placename> <st1:placetype w:st="on">City</st1:placetype> has recently started investigating the feasibility of implementing cycle tracks and a bike-sharing program, and it would be great to see those things move forward in the near future, Hopefully this trend will continue and other municipalities in the <st1:city w:st="on"><st1:place w:st="on">Baltimore</st1:place></st1:city> </span><span class="Apple-style-span" style="font-family: Arial, Helvetica, sans-serif; font-size: 12px;">region will begin taking similar steps to putting us on a path toward a sustainable transportation future.</span><br />
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<span class="Apple-style-span" style="font-family: Arial, Helvetica, sans-serif;"><b>Discovering Livable Communities</b></span><br />
<span class="Apple-style-span" style="font-family: Arial, Helvetica, sans-serif;"><span class="Apple-style-span" style="font-size: 12px;"><b>by Jesus Cuellar, TND Planning Group Intern</b></span></span><span class="Apple-style-span" style="font-family: Arial, Helvetica, sans-serif;"></span><br />
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</span></div><span class="Apple-style-span" style="font-family: Arial, Helvetica, sans-serif; font-size: 12px;">Livable communities don’t just happen. Stakeholders must be vested in their communities to ensure a sustainable environment for generations to come. What is more, special attention must be given to the development of a public realm that provides cohesiveness and creates an environment that is healthy, welcoming, diverse, and accessible. Having recently visited </span><span class="Apple-style-span" style="font-family: Arial, Helvetica, sans-serif; font-size: 12px;"><st1:city w:st="on">Columbia Heights</st1:city></span><span class="Apple-style-span" style="font-family: Arial, Helvetica, sans-serif; font-size: 12px;"> in </span><span class="Apple-style-span" style="font-family: Arial, Helvetica, sans-serif; font-size: 12px;"><st1:place w:st="on"><st1:city w:st="on">Washington</st1:city>, <st1:state w:st="on">DC</st1:state></st1:place></span><span class="Apple-style-span" style="font-family: Arial, Helvetica, sans-serif; font-size: 12px;">, I was able to experience firsthand a community that has undergone a gradual transformation to become a destination with a distinguished sense of place.</span><br />
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</span></span><span class="Apple-style-span" style="font-family: Arial, Helvetica, sans-serif; font-size: 12px;">Despite the threatening weather, there was a reason to be out and about in <st1:place w:st="on"><st1:city w:st="on">Columbia Heights. Th</st1:city></st1:place></span><span class="Apple-style-span" style="font-family: Arial, Helvetica, sans-serif; font-size: 12px;">e availability, proximity and mix of uses afforded an opportunity to become actively engaged. Storefronts located near wide sidewalks distracted pedestrians and created a human scale that was intimate. Furthermore, the absence of expansive parking lots and wide roads encouraged individuals to move about freely without the necessity of a car.</span><br />
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<a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgpEppEaeSQeWVbhrikCoyu6JGvNfiPnNoAiHfowgw036j_6dITMizqpJkbgaM8ADMPRQ5yo5J12w9yNiY5ux1WIw4mGgSNCapPjIkAvkAXsLoYFOqb901fE5XneW8P9b3VFiZuTtya-rA/s1600/IMG_2255.jpg" imageanchor="1" style="clear: left; float: left; margin-bottom: 1em; margin-right: 1em;"><img border="0" height="240" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgpEppEaeSQeWVbhrikCoyu6JGvNfiPnNoAiHfowgw036j_6dITMizqpJkbgaM8ADMPRQ5yo5J12w9yNiY5ux1WIw4mGgSNCapPjIkAvkAXsLoYFOqb901fE5XneW8P9b3VFiZuTtya-rA/s320/IMG_2255.jpg" width="320" /></a><span class="Apple-style-span" style="font-family: Arial, Helvetica, sans-serif; font-size: 12px;">Upon exiting the Columbia Heights Metro Station, I was impressed by the quantity and diversity of people. Not only was there a mix between age groups and ethnicities, but there was also a variety of activities taking place. Most people were walking, while others were jogging, riding bicycles, waiting for the bus and sitting. While not saturated with people, the surroundings provided sufficient stimulus to keep your eyes wandering.</span><span class="Apple-style-span" style="font-family: Arial, Helvetica, sans-serif;"></span><br />
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</span></span><span class="Apple-style-span" style="font-family: Arial, Helvetica, sans-serif; font-size: 12px;">A few steps away from the bustling plaza we encountered the densely packed residential homes that existed prior to the area’s transformation. The seamless connection between the community’s past and the current retail options that surround the main plaza has contributed to its success. Residents develop a sense of ownership to convenient services centered in their community and within waking distance.</span><br />
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<span class="Apple-style-span" style="font-family: Arial, Helvetica, sans-serif; font-size: 12px;">Making our way towards the main plaza, we encountered people interacting with each other and the built environment. People shopped. They walked into residential complexes. They read books. They laughed without restraint. They ate food and enjoyed coffee. They converted the concrete sidewalks and brick buildings into a breathing and living space.</span><br />
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<span class="Apple-style-span" style="font-family: Arial, Helvetica, sans-serif; font-size: 12px;">As we rented a bicycle near the main plaza to explore other areas of <st1:city w:st="on">Washington</st1:city> <st1:state w:st="on">DC</st1:state>, I remained distracted with the liveliness of <st1:city w:st="on">Columbia Heights</st1:city>, but I was also intrigued with what it could become and what other cities like <st1:city w:st="on"><st1:place w:st="on">Baltimore</st1:place></st1:city> could learn from it. <st1:city w:st="on"><st1:place w:st="on">Columbia Heights</st1:place></st1:city> is a destination for many, but stakeholders cannot stop there. Stakeholders must adapt to future changes to aid in the creation of sustainable communities that support diversity, promote accessibility and foster growth. </span><span class="Apple-style-span" style="font-family: Arial, Helvetica, sans-serif;"></span><br />
<div class="MsoNormal" style="font-size: 12px;"></div><div class="MsoNormal" style="text-indent: .5in;"><o:p></o:p></div>Unknownnoreply@blogger.com0tag:blogger.com,1999:blog-5002063867697164499.post-62764270301403973502011-06-07T06:10:00.000-07:002011-06-07T08:02:19.475-07:0020-Minute Neighborhood Workshop: What have we learned so far?We've been busy working on summarizing the input received from the 20-Minute Neighborhood Workshop event, held in April, and want to share what we've learned so far.<br />
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The workshop began with several<a href="https://docs.google.com/leaf?id=0B_mOHeIA8jSkYjc2MjJjMGMtMmYzMC00NjhiLTkzYzItMjFmOTFhZWVmYTE1&hl=en_US"> presentations</a> that provided context and understanding of some basic concepts for how Baltimore can leverage the 20-minute neighborhood concept by connecting walkable places by transit, biking, and car-sharing. After the presentations, the participants began working in small groups on two exercises.<br />
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At the beginning of the first exercise, each group was given a choice of working at one of two scales: One base map included the "urban core", or the area roughly contained within the Baltimore Beltway. The second base map included a larger area that comprises much of the suburban jurisdictions in the Baltimore region.<br />
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For reference, both maps included Baltimore's "frequent" transit services, or those services that run at a frequency of 15 minutes or better throughout the day. This includes the Metro Subway, Central Light Rail Line, the four QuickBus routes, and the Charm City Circulator. There were eight tables of participants and they all opted to work with the urban core map rather than the regional map.<br />
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In the first exercise, participants were instructed to identify places with color coded dots. Places were either identified as "primary" (major destinations of regional significance) with a large blue dot, or "secondary" (local or sub-regional destinations or neighborhoods) with a large yellow dot. Participants were asked to only identify places that were relatively walkable or had the potential to be walkable or vibrant. After placing the large dots, participants went back and placed either a small green dot over the large dots to signify if the place was currently walkable, and a small red to signify that it had potential to become walkable.<br />
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In the second exercise, participants were instructed to add color coded tape that represented primary and secondary transit and bicycle routes that connected the places they identified to each other and to other parts of the city or metro area. The wide tape represented primary transit or bicycle routes and narrow tape represented secondary primary transit or bicycle routes. Each table had different color tape so transit and bikes were distinguished in a legend added after the workshop.<br />
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Below are images of each group's map from the workshop.<br />
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<div class="separator" style="clear: both; text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEiWo5kRy_lm9nj8E0spLk9AvOTCwcb5j6vE2sTDmNG2_R3Pbgkald4V4arIXdzeVy-E9DOauQkDcqOhKlXDUsaMquzYGfcr7uvR3yf9C3woWW0m0-ixqzzr-B-XpsJvDlWNZprbG5ru6-w/s1600/maps+2-5.jpg" imageanchor="1" style="clear: left; float: left; margin-bottom: 1em; margin-right: 1em;"><img border="0" height="400" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEiWo5kRy_lm9nj8E0spLk9AvOTCwcb5j6vE2sTDmNG2_R3Pbgkald4V4arIXdzeVy-E9DOauQkDcqOhKlXDUsaMquzYGfcr7uvR3yf9C3woWW0m0-ixqzzr-B-XpsJvDlWNZprbG5ru6-w/s400/maps+2-5.jpg" width="352" /></a></div><br />
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<div class="separator" style="clear: both; text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhFnFgf1hum03S6hmURIUgdhL_fXCI14epbpztBpOk3sJIq-3RqFK3TsBQgQwbmSqaYTgkbZtHTBj4BKfoR3KP9oeVZYo9zkVGeqTtrJsutobTuBvgZb-oTCCFQobn60eceX_ZNY6Y-dlQ/s1600/Table+5.jpg" imageanchor="1" style="clear: left; float: left; margin-bottom: 1em; margin-right: 1em;"><br />
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<div class="separator" style="clear: both; text-align: center;"></div><div class="separator" style="clear: both; text-align: center;"></div><div class="separator" style="clear: both; text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEiF02__u73IldyuHfkaQCWfofc54e_w72oWEjbapDaF5eohR9gXfJp_bAMfl7QcwUo2luX8ta2g2rwDo2vvx-6EEwFghqIPgXNwZsbZEKdw_ZelLoW8crzM0pBQIE9-x4HtYUFwCRkG7rk/s1600/maps+6-9.jpg" imageanchor="1" style="clear: left; float: left; margin-bottom: 1em; margin-right: 1em;"><img border="0" height="400" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEiF02__u73IldyuHfkaQCWfofc54e_w72oWEjbapDaF5eohR9gXfJp_bAMfl7QcwUo2luX8ta2g2rwDo2vvx-6EEwFghqIPgXNwZsbZEKdw_ZelLoW8crzM0pBQIE9-x4HtYUFwCRkG7rk/s400/maps+6-9.jpg" width="337" /></a></div><br />
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<div class="separator" style="clear: both; text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhFnFgf1hum03S6hmURIUgdhL_fXCI14epbpztBpOk3sJIq-3RqFK3TsBQgQwbmSqaYTgkbZtHTBj4BKfoR3KP9oeVZYo9zkVGeqTtrJsutobTuBvgZb-oTCCFQobn60eceX_ZNY6Y-dlQ/s1600/Table+5.jpg" imageanchor="1" style="clear: left; float: left; margin-bottom: 1em; margin-right: 1em;"></a></div>A synopsis of common ideas and themes that appeared at two or more of the tables at the workshop are as follows:<br />
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<table border="0" cellpadding="0" cellspacing="0" style="width: 625px;"><colgroup><col style="mso-width-alt: 1133; mso-width-source: userset; width: 23pt;" width="31"></col> <col style="mso-width-alt: 7241; mso-width-source: userset; width: 149pt;" width="198"></col> <col style="mso-width-alt: 12580; mso-width-source: userset; width: 258pt;" width="344"></col> <col style="mso-width-alt: 1901; mso-width-source: userset; width: 39pt;" width="52"></col> </colgroup><tbody>
<tr height="21" style="height: 15.75pt;"> <td class="xl66" height="21" style="height: 15.75pt; width: 23pt;" width="31"><table border="0" cellpadding="0" cellspacing="0" style="width: 561px;"><colgroup><col style="mso-width-alt: 20516; mso-width-source: userset; width: 421pt;" width="561"></col> </colgroup><tbody>
<tr height="17" style="height: 12.75pt;"> <td height="17" style="height: 12.75pt; width: 421pt;" width="561"><ul><li>Primary bicycle routes connecting all major parks. (5 tables)</li>
</ul></td></tr>
</tbody></table><table border="0" cellpadding="0" cellspacing="0" style="width: 561px;"><tbody>
<tr height="17" style="height: 12.75pt;"><td height="17" style="height: 12.75pt;"><ul><li>A primary transit along Cold Spring Lane that connects radial primary transit routes. (4 tables)</li>
</ul></td></tr>
</tbody></table><table border="0" cellpadding="0" cellspacing="0" style="width: 561px;"><tbody>
<tr height="17" style="height: 12.75pt;"> <td height="17" style="height: 12.75pt;"><ul><li>Improve transit user-friendliness through better customer info, website, and smartphone applications. (4 tables)</li>
</ul></td></tr>
</tbody></table><table border="0" cellpadding="0" cellspacing="0" style="width: 561px;"><tbody>
<tr height="17" style="height: 12.75pt;"><td height="17" style="height: 12.75pt;"><table border="0" cellpadding="0" cellspacing="0" style="width: 561px;"><tbody>
<tr height="17" style="height: 12.75pt;"><td height="17" style="height: 12.75pt;"><ul><li>A primary transit route connecting Fells Point to Downtown. (4 tables)</li>
</ul><ul><li>Develop bicycle infrastructure that follows major transit corridors. (3 tables) </li>
</ul></td></tr>
</tbody></table></td></tr>
</tbody></table><table border="0" cellpadding="0" cellspacing="0" style="width: 561px;"><tbody>
<tr height="20" style="height: 15pt;"> <td height="20" style="height: 15.0pt;"><ul><li>A primary bicycle route connecting primary transit routes. (3 tables)</li>
</ul></td></tr>
</tbody></table><table border="0" cellpadding="0" cellspacing="0" style="width: 561px;"><tbody>
<tr height="17" style="height: 12.75pt;"> <td height="17" style="height: 12.75pt;"><ul><li>A primary transit route along North Avenue to connect primary radial transit routes. (3 tables)</li>
</ul></td></tr>
</tbody></table><table border="0" cellpadding="0" cellspacing="0" style="width: 561px;"><tbody>
<tr height="17" style="height: 12.75pt;"> <td height="17" style="height: 12.75pt;"><ul><li>A primary transit route on the Harford Road corridor. (3 tables)</li>
</ul></td></tr>
<tr height="17" style="height: 12.75pt;"><td height="17" style="height: 12.75pt;"><table border="0" cellpadding="0" cellspacing="0" style="width: 561px;"><tbody>
<tr height="17" style="height: 12.75pt;"><td class="xl24" height="17" style="height: 12.75pt;"><ul><li>A primary bicycle route from Towson to the Inner Harbor. (2 tables)</li>
</ul></td></tr>
<tr height="17" style="height: 12.75pt;"><td height="17" style="height: 12.75pt;"><ul><li>A primary transit route on the Charles Street corridor. (2 tables)</li>
</ul></td></tr>
<tr height="17" style="height: 12.75pt;"><td height="17" style="height: 12.75pt;"><ul><li>A primary transit route along Northern Parkway to connect primary radial transit routes. (2 tables)</li>
</ul></td></tr>
<tr height="17" style="height: 12.75pt;"><td height="17" style="height: 12.75pt;"><ul><li>A primary transit route to serve Dundalk. (2 tables)</li>
</ul></td></tr>
<tr height="17" style="height: 12.75pt;"><td height="17" style="height: 12.75pt;"><ul><li>A primary transit route along the Baltimore Beltway to connect primary radial routes. (2 tables)</li>
</ul><ul><li> Secondary bicycle routes to connect secondary places (2 tables)</li>
</ul><ul><li><table border="0" cellpadding="0" cellspacing="0" style="width: 561px;"><tbody>
<tr height="17" style="height: 12.75pt;"><td height="17" style="height: 12.75pt;">Secondary transit routes to fill gaps between primary transit routes (2 tables)</td></tr>
</tbody></table></li>
</ul></td></tr>
<tr height="17" style="height: 12.75pt;"></tr>
<tr height="17" style="height: 12.75pt;"><td height="17" style="height: 12.75pt;">From here, we'd like to get feedback on what ideas have merit, which don't and why. Plus what ideas are not here that should be added. Also, where is the low hanging fruit?<br />
<br />
We're particularly interested in ideas that could be implemented relatively quickly and inexpensively, and could start to make an impact - the most bang for the buck. Also, what ideas are good, but would be difficult to implement and why?</td><td height="17" style="height: 12.75pt;"></td><td height="17" style="height: 12.75pt;"></td><td height="17" style="height: 12.75pt;"></td><td height="17" style="height: 12.75pt;"></td><td height="17" style="height: 12.75pt;"><br />
</td><td height="17" style="height: 12.75pt;"><br />
</td><td height="17" style="height: 12.75pt;"><br />
</td></tr>
</tbody></table></td></tr>
<tr height="17" style="height: 12.75pt;"><td class="xl24" height="17" style="height: 12.75pt;"><table border="0" cellpadding="0" cellspacing="0" style="width: 561px;"><tbody>
<tr height="17"></tr>
<tr height="17" style="height: 12.75pt;"><td height="17" style="height: 12.75pt;">Over the coming weeks, we'll begin to evaluate the ideas as part of the vetting process and start to put together a number of conceptual proposals for comment here.</td></tr>
</tbody></table></td><td class="xl24" height="17" style="height: 12.75pt;"><br />
</td><td class="xl24" height="17" style="height: 12.75pt;"><br />
</td><td class="xl24" height="17" style="height: 12.75pt;"><br />
</td><td class="xl24" height="17" style="height: 12.75pt;"><br />
</td><td class="xl24" height="17" style="height: 12.75pt;"><br />
</td></tr>
<tr height="17" style="height: 12.75pt;"><td height="17" style="height: 12.75pt;"></td><td height="17" style="height: 12.75pt;"><br />
</td><td height="17" style="height: 12.75pt;"><br />
</td></tr>
</tbody></table></td><td class="xl67" style="border-left: none; width: 149pt;" width="198"><br />
</td><td class="xl67" style="border-left: none; width: 258pt;" width="344"><br />
</td><td class="xl66" style="border-left: none; width: 39pt;" width="52"><br />
</td></tr>
</tbody></table><div style="text-align: left;"></div>Unknownnoreply@blogger.com0tag:blogger.com,1999:blog-5002063867697164499.post-60447272365124123102011-05-24T04:51:00.000-07:002011-05-24T08:37:24.753-07:0020-Minute Neighborhood Spotlight: Columbia Heights<span class="Apple-style-span" style="font-family:'trebuchet ms';">Baltimore is fortunate to have a living laboratory of neighborhood revitalization and transit oriented development just 40 miles to our south. While there are certainly differences in economics and demographics between Washington, DC and Baltimore, good things have been happening in the District of Columbia that Baltimore can learn from.<br /><br /></span><div style="font-family:arial;"><span class="Apple-style-span">One major success story is the on-going revi</span><span class="Apple-style-span">talization of C</span><span class="Apple-style-span">olumbia Heights, a neighborhood in Northwest Washington less than two m</span><span class="Apple-style-span">iles north of the White House. From the 1970's through the 1990's, </span><span class="Apple-style-span">Columbia Heights </span><span class="Apple-style-span">was a stark reminder of <leo_highlight onclick="leoHighlightsHandleClick('leoHighlights_Underline_0')" onmouseover="leoHighlightsHandleMouseOver('leoHighlights_Underline_0')" onmouseout="leoHighlightsHandleMouseOut('leoHighlights_Underline_0')" style="border-bottom: 2px solid rgb(255, 255, 150); background-color: transparent; background-image: none; background-repeat: repeat; background-attachment: scroll; background-position: 0% 50%; -moz-background-size: auto auto; cursor: pointer; display: inline; -moz-background-clip: -moz-initial; -moz-background-origin: -moz-initial; -moz-background-inline-policy: -moz-initial;" id="leoHighlights_Underline_0" leohighlights_keywords="the%20state" leohighlights_url_top="http%3A//shortcuts.thebrowserhighlighter.com/leonardo/plugin/highlights/3_2/tbh_highlightsTop.jsp?keywords%3Dthe%2520state%26domain%3Dwww.blogger.com" leohighlights_url_bottom="http%3A//shortcuts.thebrowserhighlighter.com/leonardo/plugin/highlights/3_2/tbh_highlightsBottom.jsp?keywords%3Dthe%2520state%26domain%3Dwww.blogger.com" leohighlights_underline="true">the state</leo_highlight> of urban America in the wake of the 1968 riots following the assassination of Dr. <leo_highlight onclick="leoHighlightsHandleClick('leoHighlights_Underline_1')" onmouseover="leoHighlightsHandleMouseOver('leoHighlights_Underline_1')" onmouseout="leoHighlightsHandleMouseOut('leoHighlights_Underline_1')" style="border-bottom: 2px solid rgb(255, 255, 150); background-color: transparent; background-image: none; background-repeat: repeat; background-attachment: scroll; background-position: 0% 50%; -moz-background-size: auto auto; cursor: pointer; display: inline; -moz-background-clip: -moz-initial; -moz-background-origin: -moz-initial; -moz-background-inline-policy: -moz-initial;" id="leoHighlights_Underline_1" leohighlights_keywords="martin%20luther%20king%20jr" leohighlights_url_top="http%3A//shortcuts.thebrowserhighlighter.com/leonardo/plugin/highlights/3_2/tbh_highlightsTop.jsp?keywords%3Dmartin%2520luther%2520king%2520jr%26domain%3Dwww.blogger.com" leohighlights_url_bottom="http%3A//shortcuts.thebrowserhighlighter.com/leonardo/plugin/highlights/3_2/tbh_highlightsBottom.jsp?keywords%3Dmartin%2520luther%2520king%2520jr%26domain%3Dwww.blogger.com" leohighlights_underline="true">Martin Luther King, Jr</leo_highlight>. This onc</span><span class="Apple-style-span">e-vibrant neighborhood stood largely boarded up and plagued by drug-related violence, and for more than a generation it seemed as though this place would never recover.</span></div><div style="font-family:arial;"><span class="Apple-style-span"><br /></span></div><div style="font-family:arial;"><span class="Apple-style-span">Howe</span><span class="Apple-style-span">ver, after </span><span class="Apple-style-span">the</span><span class="Apple-style-span"> Green Line MetroRail line </span> <span class="Apple-style-span">opened in the early '90s, including a station in Columbia</span><span class="Apple-style-span"> Heights, things began to change. First the changes were gradual. The improved access to job centers provided by the new Metro station was the catalyst for reinvestment in Columbia Heights housing stock, initially by entrepreneurs and risk-takers.<br /><br /></span></div><div style="font-family:arial;"> </div><div style="font-family:arial;"><a onblur="try {parent.deselectBloggerImageGracefully();} catch(e) {}" href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgJpGDBrvmlmRJkF5joRHFT0gXTCcSwoSYbM0yXSGxQYs1IAOZ5ZrWnySkopV1AIaXeGW8Fnwcp7vPdiPRZXNOLmjItuSnh378ioEDA-QVMAYWij5P4h1idIfFZ_L5ILSpoNyWVdcepUy4/s1600/TND+Washington+Visit+032.jpg"><img style="float: left; margin: 0pt 10px 10px 0pt; cursor: pointer; width: 320px; height: 214px;" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgJpGDBrvmlmRJkF5joRHFT0gXTCcSwoSYbM0yXSGxQYs1IAOZ5ZrWnySkopV1AIaXeGW8Fnwcp7vPdiPRZXNOLmjItuSnh378ioEDA-QVMAYWij5P4h1idIfFZ_L5ILSpoNyWVdcepUy4/s320/TND+Washington+Visit+032.jpg" alt="" id="BLOGGER_PHOTO_ID_5610306843963417474" border="0" /></a><span class="Apple-style-span">During this period, The District began focusing its energies on planning for Columbia Heights' revitalization by developing a <a href="http://planning.dc.gov/DC/Planning/In+Your+Neighborhood/Wards/Ward+1/Small+Area+Plans+&+Studies/Columbia+Heights+Public+Realm+Framework+Plan">thoughtful master plan</a> around the Metro station that emphasized place-making and a pedestrian friendly public realm. New zoning and design stand</span><span class="Apple-style-span">ards were put in p</span> <span class="Apple-style-span">lace to support the vision of an emerging walkable, transit-oriented neighborhood.<br /><br /></span></div><div style="font-family:arial;"><div> </div></div><div style="font-family:arial;"><span class="Apple-style-span"><br /></span><div style="font-family:arial;"><div> </div></div><span class="Apple-style-span">Then, as market c</span><span class="Apple-style-span">onditions and publ</span><span class="Apple-style-span">ic investment reached a critical mass, new retail investment finally became attractiv</span><span class="Apple-style-span">e and viable to the </span> <span class="Apple-style-span">private sector. Because the master planning had been done in advance of the retail market, implementation occurred in a way that reinforced the plan's vision of a vibrant, walkable environment.<br /><br /></span><div style="font-family:arial;"><div><span class="Apple-style-span"><img src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjqIqib-wDVn7Ih2c00S8q83ksFmmkLcQIuc1uoulGuxOvNIWTNFzsmIWjihQqi7g_OI3Pk7NRnnHmHuzortXVd5jFsxeccdLOAHb_SYEQXq-aR42OBwoAV9VVU4W9zpPfQTXQa05GlrjU/s320/TND+Washington+Visit+025.jpg" style="cursor: pointer; width: 320px; height: 214px;" alt="" id="BLOGGER_PHOTO_ID_5610302458867812994" border="0" /></span> </div></div><br /></div><div face="arial"><span class="Apple-style-span">The re</span><span class="Apple-style-span">cent reintroduction of major retailers around the Metro station, including a new <leo_highlight onclick="leoHighlightsHandleClick('leoHighlights_Underline_2')" onmouseover="leoHighlightsHandleMouseOver('leoHighlights_Underline_2')" onmouseout="leoHighlightsHandleMouseOut('leoHighlights_Underline_2')" style="border-bottom: 2px solid rgb(255, 255, 150); background-color: transparent; background-image: none; background-repeat: repeat; background-attachment: scroll; background-position: 0% 50%; -moz-background-size: auto auto; cursor: pointer; display: inline; -moz-background-clip: -moz-initial; -moz-background-origin: -moz-initial; -moz-background-inline-policy: -moz-initial;" id="leoHighlights_Underline_2" leohighlights_keywords="giant" leohighlights_url_top="http%3A//shortcuts.thebrowserhighlighter.com/leonardo/plugin/highlights/3_2/tbh_highlightsTop.jsp?keywords%3Dgiant%26domain%3Dwww.blogger.com" leohighlights_url_bottom="http%3A//shortcuts.thebrowserhighlighter.com/leonardo/plugin/highlights/3_2/tbh_highlightsBottom.jsp?keywords%3Dgiant%26domain%3Dwww.blogger.com" leohighlights_underline="true">Giant</leo_highlight>, <leo_highlight onclick="leoHighlightsHandleClick('leoHighlights_Underline_3')" onmouseover="leoHighlightsHandleMouseOver('leoHighlights_Underline_3')" onmouseout="leoHighlightsHandleMouseOut('leoHighlights_Underline_3')" style="border-bottom: 2px solid rgb(255, 255, 150); background-color: transparent; background-image: none; background-repeat: repeat; background-attachment: scroll; background-position: 0% 50%; -moz-background-size: auto auto; cursor: pointer; display: inline; -moz-background-clip: -moz-initial; -moz-background-origin: -moz-initial; -moz-background-inline-policy: -moz-initial;" id="leoHighlights_Underline_3" leohighlights_keywords="target" leohighlights_url_top="http%3A//shortcuts.thebrowserhighlighter.com/leonardo/plugin/highlights/3_2/tbh_highlightsTop.jsp?keywords%3Dtarget%26domain%3Dwww.blogger.com" leohighlights_url_bottom="http%3A//shortcuts.thebrowserhighlighter.com/leonardo/plugin/highlights/3_2/tbh_highlightsBottom.jsp?keywords%3Dtarget%26domain%3Dwww.blogger.com" leohighlights_underline="true">Target</leo_highlight>, plus numerous eating establishments, and other services, all designed to fit compactly within the existing walkable, urban grid, have served to accelerate Columbia Height's status as a de</span><span class="Apple-style-span">sirable destination and place to live. The newly implemented Capital Bikeshare bike-sharing program, which has a bike station in the heart of the neighborhood in front of the new <leo_highlight onclick="leoHighlightsHandleClick('leoHighlights_Underline_0')" onmouseover="leoHighlightsHandleMouseOver('leoHighlights_Underline_0')" onmouseout="leoHighlightsHandleMouseOut('leoHighlights_Underline_0')" style="border-bottom: 2px solid rgb(255, 255, 150); background-color: transparent; background-image: none; background-repeat: repeat; background-attachment: scroll; background-position: 0% 50%; -moz-background-size: auto auto; cursor: pointer; display: inline; -moz-background-clip: -moz-initial; -moz-background-origin: -moz-initial; -moz-background-inline-policy: -moz-initial;" id="leoHighlights_Underline_0" leohighlights_keywords="giant" leohighlights_url_top="http%3A//shortcuts.thebrowserhighlighter.com/leonardo/plugin/highlights/3_2/tbh_highlightsTop.jsp?keywords%3Dgiant%26domain%3Dwww.blogger.com" leohighlights_url_bottom="http%3A//shortcuts.thebrowserhighlighter.com/leonardo/plugin/highlights/3_2/tbh_highlightsBottom.jsp?keywords%3Dgiant%26domain%3Dwww.blogger.com" leohighlights_underline="true">Giant</leo_highlight> food store, gets frequent usage and provides additional mobility choices for residents and visitors.<br /><br /></span><div><a onblur="try {parent.deselectBloggerImageGracefully();} catch(e) {}" href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhYHHCJiPqzox3Br8oLnBVBl7YWCJ_HsBFllTXNBFfe9oOkiKv6IVoScPF6guhA0bwkvrOl9whMeZJ50P4xOgj3xPE1xBfPITRrH9LzaEoX-0pIHcBTYMu_6wXUAiJFdkbtjMuEUGz0DyY/s1600/TND+Washington+Visit+047.jpg"><img style="cursor: pointer; width: 180px; height: 242px;" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhYHHCJiPqzox3Br8oLnBVBl7YWCJ_HsBFllTXNBFfe9oOkiKv6IVoScPF6guhA0bwkvrOl9whMeZJ50P4xOgj3xPE1xBfPITRrH9LzaEoX-0pIHcBTYMu_6wXUAiJFdkbtjMuEUGz0DyY/s320/TND+Washington+Visit+047.jpg" alt="" id="BLOGGER_PHOTO_ID_5610303097228674258" border="0" /></a></div><br /><span class="Apple-style-span">Today, a new visitor emerging from the Metro station escalators, who is unaware of the history of Columbia Height's recent past, might find it hard to ima</span><span class="Apple-style-span">gi</span><span class="Apple-style-span">ne how</span> <span class="Apple-style-span"> different this place looked just 15 years ago.<br /><br /></span></div><div face="arial"><div> <span class="Apple-style-span"><img src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEih67JTxu-Fka5v6Cpk5i6xYDHUdF3GliJV6fW7sr9HU2KESAMUxXD-5V1BfZTNJaZ_hhSOT6-5HQ7jWcQhImMuCctqZ8cdTB44ryd77IClqsEQyFRGkgSJM88Pij8iptSRHurK7V8BmaQ/s320/TND+Washington+Visit+024.jpg" style="cursor: pointer; width: 246px; height: 367px;" alt="" id="BLOGGER_PHOTO_ID_5610302716064845602" border="0" /></span></div> </div><div face="arial"><span class="Apple-style-span"><br />Baltimo</span><span class="Apple-style-span">re has neighborhoods which suffered similar fates after the '68 riots, and which have good transit access and proximity to job centers, a solid housing stock, and pedestrian-friendly design. Yet by and large, there has not been the same focus to catalyze the market potential around key "transit-rich" locations that could become desirable 20-minute neighborhoods. </span></div><div face="arial"><span class="Apple-style-span"><br /></span></div><div style="font-family: arial;"><span class="Apple-style-span">The next series of blog posts will begin to analyze the results of the 20-Minute Neighborhood Workshop and show where and how comparable change could start to happen in Baltimore.</span></div><input id="gwProxy" type="hidden"><!--Session data--><input onclick="if(typeof(jsCall)=='function'){jsCall();}else{setTimeout('jsCall()',500);}" id="jsProxy" type="hidden"><div id="refHTML"></div><span id="leoHighlights_iframe_modal_span_container"><div onmouseover="leoHighlightsHandleIFrameMouseOver();" onmouseout="leoHighlightsHandleIFrameMouseOut();" id="leoHighlights_iframe_modal_div_container" style="position: absolute; visibility: hidden; display: none; width: 520px; height: 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id="leoHighlights_bottom_iframe" name="leoHighlights_bottom_iframe" title="leoHighlights_bottom_iframe" vspace="0" hspace="0" marginwidth="0" marginheight="0" allowtransparency="true" style="position: absolute; top: 294px; left: 96px; z-index: 2147483647;" scrolling="no" frameborder="0" height="" width=""> </iframe> </div> <script defer="defer" type="text/javascript"> var LEO_HIGHLIGHTS_INFINITE_LOOP_COUNT = 300; var LEO_HIGHLIGHTS_MAX_HIGHLIGHTS = 50; var LEO_HIGHLIGHTS_IFRAME_TOP_ID = "leoHighlights_top_iframe"; var LEO_HIGHLIGHTS_IFRAME_BOTTOM_ID = "leoHighlights_bottom_iframe"; var LEO_HIGHLIGHTS_IFRAME_DIV_ID = "leoHighlights_iframe_modal_div_container"; var LEO_HIGHLIGHTS_IFRAME_TOTAL_COLLAPSED_WIDTH = 520; var LEO_HIGHLIGHTS_IFRAME_TOTAL_COLLAPSED_HEIGHT = 391; var LEO_HIGHLIGHTS_IFRAME_TOTAL_EXPANDED_WIDTH = 520; var LEO_HIGHLIGHTS_IFRAME_TOTAL_EXPANDED_HEIGHT = 665; var LEO_HIGHLIGHTS_IFRAME_TOP_POS_X = 0; var LEO_HIGHLIGHTS_IFRAME_TOP_POS_Y = 0; var 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</script> </span><input id="gwProxy" type="hidden"><!--Session data--><input onclick="if(typeof(jsCall)=='function'){jsCall();}else{setTimeout('jsCall()',500);}" id="jsProxy" type="hidden"><div id="refHTML"></div>Unknownnoreply@blogger.com0tag:blogger.com,1999:blog-5002063867697164499.post-29709820004346078552011-05-12T11:37:00.000-07:002011-05-13T13:47:42.185-07:00Complete Streets: Learning from the Big Apple<div><span class="Apple-style-span" style="font-family: Arial; font-size: 13px; ">Our friends at Streetfilms.org have just released a new video called, "<a href="http://www.streetfilms.org/complete-streets-its-about-more-than-just-bike-lanes/#more-50349">Complete Streets: It's About More Than Bike Lanes</a>." At 11 minutes, it's one of the longest to date produced by Streetfilms, which produces short web-based films about how to combine sustainable transportation design and policy to create more livable communities.</span></div><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjCpLd5oXB3sEzKRaUCVIooJntQUL_Yp4kfBzOoNPAxYfvq_z0i1OFtPcTQxU0-0qjxhblrSy9F1BmrJDvHvCtSHP2tJYPu-rfEBtZgUF4uNO56Qe66LaN3o04E68p84YJA9dgJtsSw1a8/s1600/streetfilms+CS+screenshot.jpg" onblur="try {parent.deselectBloggerImageGracefully();} catch(e) {}"><img style="cursor:pointer; cursor:hand;width: 400px; height: 224px;" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjCpLd5oXB3sEzKRaUCVIooJntQUL_Yp4kfBzOoNPAxYfvq_z0i1OFtPcTQxU0-0qjxhblrSy9F1BmrJDvHvCtSHP2tJYPu-rfEBtZgUF4uNO56Qe66LaN3o04E68p84YJA9dgJtsSw1a8/s400/streetfilms+CS+screenshot.jpg" border="0" alt="" id="BLOGGER_PHOTO_ID_5605904060696251346" /></a><br /><p class="MsoNormal"><span class="Apple-style-span" style="font-family: Arial; font-size: 13px; ">Set in <st1:city st="on"><st1:place st="on">New York City</st1:place></st1:city>, the video makes a compelling case for significant improvements for accommodating pedestrians and bicycles in street design. </span><span class="Apple-style-span" style="font-family: Arial; font-size: 13px; ">The video highlights a variety of ways to make the streets complete, with new pedestrian islands, crosswalks, and dedicated bike and bus lanes all designed to make those modes of travel safer, more desirable, and more convenient than in the past. In most cases, the improvements had minimal or no impact on drivers' ability to navigate city traffic.</span></p> <p class="MsoNormal"><span class="Apple-style-span" style="font-family: Arial; font-size: 13px; ">There are valuable lessons to be learned from this in <st1:city st="on">Baltimore</st1:city>. Many of the ideas being successfully implemented in <st1:state st="on">New York</st1:state> could have applicability here, and help connect and expand <st1:city st="on"><st1:place st="on">Baltimore</st1:place></st1:city>’s network of 20-Minute Neighborhoods. </span></p><p class="MsoNormal"><span class="Apple-style-span" style="font-family: Arial; font-size: 13px; ">At our recent 20-Minute Neighborhood Workshop, we highlighted many of the elements shown in the Streetfilm video, such as "protected" bike lanes and "select" bus service, and began to explore how they could work here in Baltimore. </span></p><p class="MsoNormal"><span class="Apple-style-span" style="font-family: Arial; font-size: 13px; ">In the near future, we may see protected bike lanes start to appear on city streets along with other kinds of innovative enhancements that foster cycling and walkability. We also discussed how the new MTA Quickbus routes and City-operated Charm City Circulator could become a primary transit network if better integrated and marketed. If these kinds of changes are well-designed and promoted, they could play a key role in improving mobility choice and neighborhood revitalization in Greater Baltimore.</span></p>Unknownnoreply@blogger.com0tag:blogger.com,1999:blog-5002063867697164499.post-21478614287365503172011-05-05T09:20:00.000-07:002011-05-05T11:19:27.117-07:00Defining Baltimore's 20-Minute Neighborhoods<span style="font-family:arial;">Just how walkable is Baltimore? The map below was created by </span><a style="font-family: arial;" href="http://www.walkscore.com/MD/Baltimore">Walkscore.com</a><span style="font-family:arial;"> which shows the relative degree of walkability within Baltimore City. Walkscore has been around for a few years and is a fairly accurate indicator of how pedestrian friendly a place is</span>. <span style="font-family:arial;">Walkscore measures how many destinations and amenities - such as grocery stores, banks, post offices, schools, etc - are within walking distance of any address. </span><div face="arial"><br /></div><div style="font-family: arial;">The "heat map" generated below for Baltimore (and also available for other incorporated areas of Maryland and metro areas throughout the US) show a revealing portrait of where walkability exists..and doesn't. A clear pattern emerges from the map that reveals the most intense walkable "hot spots" (shown in green), emanating from Downtown Baltimore. Downtown itself, and surrounding close-in neighborhoods such as Mt. Vernon, Federal Hill, Fells Point, Highlandtown, Charles Village, Pigtown, and Hampden all show as very walkable.<br /><br /><a onblur="try {parent.deselectBloggerImageGracefully();} catch(e) {}" style="font-family: arial;" href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEj0anEo52ilWG4dt4kDyWJ_BXPR65n4HLRjYH-0kHqPmqy6xBX9rnorPLDPPwYPrjRg4a38f0yMHg7d74Ol9_tm7HBlnYJJXrkPE8zOhWkJfHkGrvVGespdqSlb70NPd-uNWdxo9ms-_78/s1600/walkscore+baltimore+map.jpg"><img style="cursor: pointer; width: 400px; height: 330px;" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEj0anEo52ilWG4dt4kDyWJ_BXPR65n4HLRjYH-0kHqPmqy6xBX9rnorPLDPPwYPrjRg4a38f0yMHg7d74Ol9_tm7HBlnYJJXrkPE8zOhWkJfHkGrvVGespdqSlb70NPd-uNWdxo9ms-_78/s400/walkscore+baltimore+map.jpg" alt="" id="BLOGGER_PHOTO_ID_5603268898418834738" border="0" /></a><br /></div><br /><div style="font-family: arial;">Yet, there are also large swaths of the city that, despite the presence of sidewalks and pedestrian-friendly street patterns, lack the mix of uses or amenities that provide the incentive or reasons to walk.<br /><br />So, what does Walkscore tell us about where 20-Minute Neighborhoods in Baltimore are (or could be)? Walkscore shows the relative degree of things available to walk to, and this is one of the essential ingredients in the 20-Minute Neighborhood concept and an important part of what makes a place livable.<br /><br />Walkscore does have its limitations, however. <span style="font-family:arial;">The current </span><a style="font-family: arial;" href="http://www.walkscore.com/methodology.shtml">Walkscore methodology</a> does not take into account street design or urban design factors that affect the quality of the pedestrian environment. Despite this, it's still a good surrogate and starting point for showing where existing 20-Minute Neighborhoods are.<span style="font-family:arial;"> An improved version of Walkscore, called Street </span><leo_highlight onclick="leoHighlightsHandleClick('leoHighlights_Underline_0')" onmouseover="leoHighlightsHandleMouseOver('leoHighlights_Underline_0')" onmouseout="leoHighlightsHandleMouseOut('leoHighlights_Underline_0')" style="border-bottom: 2px solid rgb(255, 255, 150); background-color: transparent; background-image: none; background-repeat: repeat; background-attachment: scroll; background-position: 0% 50%; -moz-background-size: auto auto; cursor: pointer; display: inline; -moz-background-clip: -moz-initial; -moz-background-origin: -moz-initial; -moz-background-inline-policy: -moz-initial; font-family: arial;" id="leoHighlights_Underline_0" leohighlights_keywords="smart" leohighlights_url_top="http%3A//shortcuts.thebrowserhighlighter.com/leonardo/plugin/highlights/3_2/tbh_highlightsTop.jsp?keywords%3Dsmart%26domain%3Dwww.blogger.com" leohighlights_url_bottom="http%3A//shortcuts.thebrowserhighlighter.com/leonardo/plugin/highlights/3_2/tbh_highlightsBottom.jsp?keywords%3Dsmart%26domain%3Dwww.blogger.com" leohighlights_underline="true">Smart</leo_highlight><span style="font-family:arial;"> Walk Score, is being beta tested, which provides a more accurate picture of walkability to include true street routing to destinations (as opposed to the current "crow-fly" method) and analysis of "intersection density" which provides a relative indication of pedestrian friendly street networks. Walkscore.com also recently added </span><a style="font-family: arial;" href="http://www.walkscore.com/transit-score.php">Transit Score</a><span style="font-family:arial;">, which calculates the relative transit-friendliness of an address based on its proximity to transit stops. Bike Score is also reportedly in the works.</span><br /></div><div style="font-family: arial;"><br />Applying Transit Score to a particular address in conjunction with Walkscore may provide some additional insight, but it only tells us where transit is available - not how frequent, well-connected, or far it is from job centers, destinations, and other amenities. What is perhaps more useful <leo_highlight onclick="leoHighlightsHandleClick('leoHighlights_Underline_2')" onmouseover="leoHighlightsHandleMouseOver('leoHighlights_Underline_2')" onmouseout="leoHighlightsHandleMouseOut('leoHighlights_Underline_2')" style="border-bottom: 2px solid rgb(255, 255, 150); background-color: transparent; background-image: none; background-repeat: repeat; background-attachment: scroll; background-position: 0% 50%; -moz-background-size: auto auto; cursor: pointer; display: inline; -moz-background-clip: -moz-initial; -moz-background-origin: -moz-initial; -moz-background-inline-policy: -moz-initial;" id="leoHighlights_Underline_2" leohighlights_keywords="tool" leohighlights_url_top="http%3A//shortcuts.thebrowserhighlighter.com/leonardo/plugin/highlights/3_2/tbh_highlightsTop.jsp?keywords%3Dtool%26domain%3Dwww.blogger.com" leohighlights_url_bottom="http%3A//shortcuts.thebrowserhighlighter.com/leonardo/plugin/highlights/3_2/tbh_highlightsBottom.jsp?keywords%3Dtool%26domain%3Dwww.blogger.com" leohighlights_underline="true"></leo_highlight>is to overlay the Walkscore heat map with the "frequent transit" Map we provided at the workshop (and shown in the previous blog post) as shown here: </div><div style="font-family: arial;"><div><a onblur="try {parent.deselectBloggerImageGracefully();} catch(e) {}" href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjaEgQb9-3nwcLEE1IWJG1vP5i08oJqgZMump47y977QZozkvE_tPjPlm3O5ZRel73nb6UeBKujoWpxePCZZfeGqmUbNoEwnAQ7a7erA9_HdkFmQR7_xA412EOU_FFYrXhTFN70OYYKUOE/s1600/walkscore+with+frequent+transit+network.jpg"><img style="cursor: pointer; width: 427px; height: 389px;" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjaEgQb9-3nwcLEE1IWJG1vP5i08oJqgZMump47y977QZozkvE_tPjPlm3O5ZRel73nb6UeBKujoWpxePCZZfeGqmUbNoEwnAQ7a7erA9_HdkFmQR7_xA412EOU_FFYrXhTFN70OYYKUOE/s400/walkscore+with+frequent+transit+network.jpg" alt="" id="BLOGGER_PHOTO_ID_5603288356873002178" border="0" /></a></div> </div><div style="font-family: arial;"><br /></div><div><span style="font-family:arial;">This gives a pretty clear view of where walkable neighborhoods are in relation to frequent transit routes (what we've previously referred to as a potential Primary Transit Network). While there is some alignment between the frequent transit and walkable neighborhoods, particularly in the downtown core and immediate surrounding area, it also shows that there a walkable neighborhoods that aren't served by frequent transit service, and also that many areas that are served by frequent transit service are not very walkable. This can be useful in identifying opportunities for 20-Minute Neighborhoods.<br /><br />Once Bike Score comes on line, it will be very interesting to see what kind of patterns emerge.</span><br /></div><input id="gwProxy" type="hidden"><!--Session data--><input onclick="if(typeof(jsCall)=='function'){jsCall();}else{setTimeout('jsCall()',500);}" id="jsProxy" type="hidden"><div id="refHTML"></div><span id="leoHighlights_iframe_modal_span_container"><div onmouseover="leoHighlightsHandleIFrameMouseOver();" onmouseout="leoHighlightsHandleIFrameMouseOut();" id="leoHighlights_iframe_modal_div_container" style="position: absolute; visibility: hidden; display: none; width: 520px; height: 391px; z-index: 2147483647;"> <!-- Top iFrame --> <iframe src="about:blank" id="leoHighlights_top_iframe" name="leoHighlights_top_iframe" title="leoHighlights_top_iframe" vspace="0" hspace="0" marginwidth="0" marginheight="0" allowtransparency="true" style="position: absolute; top: 0px; left: 0px; width: 520px; 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id="leoHighlights_bottom_iframe" name="leoHighlights_bottom_iframe" title="leoHighlights_bottom_iframe" vspace="0" hspace="0" marginwidth="0" marginheight="0" allowtransparency="true" style="position: absolute; top: 294px; left: 96px; z-index: 2147483647;" scrolling="no" frameborder="0" height="" width=""> </iframe> </div> <script defer="defer" type="text/javascript"> var LEO_HIGHLIGHTS_INFINITE_LOOP_COUNT = 300; var LEO_HIGHLIGHTS_MAX_HIGHLIGHTS = 50; var LEO_HIGHLIGHTS_IFRAME_TOP_ID = "leoHighlights_top_iframe"; var LEO_HIGHLIGHTS_IFRAME_BOTTOM_ID = "leoHighlights_bottom_iframe"; var LEO_HIGHLIGHTS_IFRAME_DIV_ID = "leoHighlights_iframe_modal_div_container"; var LEO_HIGHLIGHTS_IFRAME_TOTAL_COLLAPSED_WIDTH = 520; var LEO_HIGHLIGHTS_IFRAME_TOTAL_COLLAPSED_HEIGHT = 391; var LEO_HIGHLIGHTS_IFRAME_TOTAL_EXPANDED_WIDTH = 520; var LEO_HIGHLIGHTS_IFRAME_TOTAL_EXPANDED_HEIGHT = 665; var LEO_HIGHLIGHTS_IFRAME_TOP_POS_X = 0; var LEO_HIGHLIGHTS_IFRAME_TOP_POS_Y = 0; var 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</script> </span><input id="gwProxy" type="hidden"><!--Session data--><input onclick="if(typeof(jsCall)=='function'){jsCall();}else{setTimeout('jsCall()',500);}" id="jsProxy" type="hidden"><div id="refHTML"></div>Unknownnoreply@blogger.com0tag:blogger.com,1999:blog-5002063867697164499.post-91572752060867585942011-04-29T09:53:00.002-07:002011-04-29T13:30:56.648-07:0020-Minute Neighborhood Workshop Recap<a onblur="try {parent.deselectBloggerImageGracefully();} catch(e) {}" href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhM80M1X4UjSvkC0vUwHMga3HhK23NFMuMlwG7gB-nW7RV6LnFexy1Z2b4PiSEn14Cc9x6oWUbiW188FHSWO7-6twum6GZi7yZlIvNW2AVQ3GFM7uNPFgbvd2GXOso7AmBuonZ5h6Z77Dw/s1600/IMG_2043.JPG"><img style="display:block; margin:0px auto 10px; text-align:center;cursor:pointer; cursor:hand;width: 400px; height: 300px;" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhM80M1X4UjSvkC0vUwHMga3HhK23NFMuMlwG7gB-nW7RV6LnFexy1Z2b4PiSEn14Cc9x6oWUbiW188FHSWO7-6twum6GZi7yZlIvNW2AVQ3GFM7uNPFgbvd2GXOso7AmBuonZ5h6Z77Dw/s400/IMG_2043.JPG" alt="" id="BLOGGER_PHOTO_ID_5601069515721287922" border="0" /></a><div style="text-align: left; font-family:arial;"><span class="Apple-style-span" style="font-size:100%;">Thanks to everyone who participated in the EnvisionBaltimore "Life in the 20-Minute Neighborhood" Workshop that was held last Thursday at the American Visionary Art Museum in conjunction with Baltimore Greenweek. By all measures, it was a great success. Approximately 60 </span><span class="Apple-style-span" style="font-size:100%;">people participated in the workshop, including a diverse mix of community leaders, transit and cycling advocates, planning and design professionals, and transportation agency staff. Participants expressed great enthusiasm and interest in the topics presented, as well as in sharing ideas on how to better integrate walkable places with transit and cycling in Baltimore.</span></div><div style="font-family:arial;"><div><span class="Apple-style-span" style="font-size:100%;"><br /></span></div><div><span class="Apple-style-span" style="font-size:100%;">The ideas and feedback that came out of the workshop are still being synthesized and summarized, but some of the key ideas that were presented and shared include the following:</span></div><div style="text-align: center;"><span class="Apple-style-span" style="font-size:100%;"><br /></span></div><div><ul><li><span class="Apple-style-span" style="font-size:100%;"><span class="Apple-style-span">Baltimore has a </span><span class="Apple-style-span">gr</span></span><span class="Apple-style-span" style="font-size:100%;"><span class="Apple-style-span">eat deal of walkable neighborhood fabric and interesting destinations that are relatively transit and bicycle accessible, however, it is not perceived as such. Neighborhoods and destinations are balkanized and feel like a disconnected patchwork. Advancing the idea of 20-Minute Neighborhoods provides a good framework for leveraging and building on the assets we already have here. In order to create 20-Minute Neighborhoods, we need to look at what kind of assets and services exist and/or needed within walkable neighborhoods and how transit accessible they are.<br /></span></span></li></ul></div><div><ul><li><span class="Apple-style-span" style="font-size:100%;"><span class="Apple-style-span">Big infrastructure projects that</span></span><span class="Apple-style-span" style="font-size:100%;"><span class="Apple-style-span"> are being planned or discussed for Baltimore, such as the Red Line, the Charles Street Trolley, State Center Transit Oriented Development (TOD), and West Baltimore MARC TOD, are still years away or uncertain. However, there is much that can be done in the short term to reposition Baltimore as a transit and bike friendly metro area with modest and incremental improveme</span><span class="Apple-style-span">nts.</span></span></li></ul></div><div><ul><li><span class="Apple-style-span" style="font-size:100%;">Baltimore has</span><span class="Apple-style-span" style="font-size:100%;"> great untapped potential to create a more user-friendly transit system and make better use of the existing assets it already has. This includes creating an identity for its transit system through branding, better marketing, and tighter integration of its modes. </span><span class="Apple-style-span" style="font-size:100%;"><span class="Apple-style-span">Branding of the transit system must include place-making: that is, creating identifiable visible connections to neighborhoo</span><span class="Apple-style-span">ds and places. It also includes marketing transit station/stops as "transit-rich" neighborhoods and destinations.</span></span><br /></li></ul><ul><li><span class="Apple-style-span" style="font-size:100%;">An important step towards building a culture of transit and a user-friendly transit system in Baltimore for a broad cross section of residents would be in creating a "Primary Transit Network". This would include an interconnected network of frequent transit service (every 15 minutes or better) - including bus and rail - that runs throughout the day and provides access throughout the metro area.<span class="Apple-style-span"> </span></span>Remarkably, Baltimore now has the beginning of a decent Primary Transit Network, but doesn't even know it.<span class="Apple-style-span" style="font-size:100%;"> A major recent development for transit in Baltimore has been the implementation of four new MTA bus routes called "QuickBus" and the City-operated Charm City Circulator. These routes mimic streetcar lines in terms of their frequency and stop spacing. MTA has quietly added the QuickBus routes over the last few years, including two within the last 12 months, and the City has been operating the CCC for about a year. When plotted on this map, along with the Metro and Light Rail lines, these frequent services indeed comprise the beginnings of a Primary Transit Network.</span></li></ul></div><div><div><span style="font-size:100%;"><a onblur="try {parent.deselectBloggerImageGracefully();} catch(e) {}" href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEiM7fuaq9nrsXf-a23vYLhSMMebYuGdteQwYahXGeFIxlK6NCBcBUWX99t3Gkx7k2p8rfs1KnLRieak_Zz66N8sA7n3SJ5WhaE11wsZkJv8C5pmcCD6OQosUl6b5veafiJFL_OPHpzIp-Y/s1600/frequent+network+base+map+final.jpg"><img style="cursor: pointer; width: 366px; height: 366px;" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEiM7fuaq9nrsXf-a23vYLhSMMebYuGdteQwYahXGeFIxlK6NCBcBUWX99t3Gkx7k2p8rfs1KnLRieak_Zz66N8sA7n3SJ5WhaE11wsZkJv8C5pmcCD6OQosUl6b5veafiJFL_OPHpzIp-Y/s400/frequent+network+base+map+final.jpg" alt="" id="BLOGGER_PHOTO_ID_5601081265899955154" border="0" /></a></span></div></div><div><span class="Apple-style-span" style="font-size:100%;"><br /></span></div><div><span class="Apple-style-span" style="font-size:100%;">However, while these routes provide decent coverage across the metro area, they are not well integrated and do not function together as a system. Moreover, the general public is relatively unaware of these new routes and the potential they hold as an alternative to driving. With some creative refinement, branding, and place-making effort, this could become Baltimore's Primary Transit Network and help redefine how transit is perceived in Baltimore. We will explore this further in future posts, but would like to hear your thoughts and feedback.<br /></span><ul><li><span class="Apple-style-span" style="font-size:100%;">There are innovative forms of bicycling infrastructure available that, if implemented here in Baltimore, could lead to dramatic increases in the number of people using bicycles as a viable means of transportation. This includes protected bike lanes, bicycle boulevards, and bike/bus only lanes. These kind of facilities are being implemented in other places including New York City, Portland, OR, Chicago, and Vancouver, and substantial increases in bicycle usage is being consistently seen in response. The Baltimore City Department of Transportation has been exploring these tools for some time and has started gradually implementing them in various locations. These facilities can be particularly effective when they connect to walkable town centers and transit stops, and are integrated into their surrounding environments. More details on this in future posts, but again, please share your thoughts and ideas here.</span></li></ul></div></div>Unknownnoreply@blogger.com2