Baltimore’s car-stuffed waterfront is poised to keep adding more cars

Fancy office towers, hotels, museums, and tourist attractions line the contours of Baltimore’s Chesapeake Bay harborfront. So too, do massive parking garages and interstate-sized roadways that feed them. What does the future hold? According to a new plan, still more parking.

Baltimore waterfront parking garage

One of several waterfront parking garages at Baltimore’s harbor. All photos by author.

Like much of America, Baltimore waterfront development since the age of cars has been designed for the age of cars. That looks likely to continue as the waterfront grows.

The Greater Baltimore Committee and Waterfront Partnership hired architecture firm Ayers Saint Gross to prepare Inner Harbor 2.0, an overarching new plan for reinvigorating Baltimore’s Inner Harbor waterfront.

The Director of Landscape Architecture for Ayers Saint Gross, Jonathon Ceci, said about a parcel of harborfront currently covered by beach volleyball courts, “The site is basically an island cut off from the rest of the Inner Harbor. Besides Key Highway [on one side], you’ve got the water [on the other side] and a lack of parking garages. The question was, how do you make it a magnet for urban activity?”

How does Ceci plan to create “a magnet for urban activity”? Apparently, with parking garages. The Inner Harbor 2.0 plan recommends a $20 million garage on this waterfront site at a public cost of $12-14 million.

Baltimoreans should question the line of thinking that big garages are the best magnets for urban activity. Big garages and wide roads go hand in hand. They create the “island effect” that Mr. Ceci wants to eliminate.

Baltimore’s near waterfront has more high-rise parking spaces than high-rise residential units with waterfront views. There are at least 6 waterfront parking garages, and at least 14 large parking garages within one block of the waterfront. At least 9 parking garages rise to between 7 and 12 stories tall. The waterfront has around 4,500 parking spaces already planned or under construction: 4,000 at the Horseshoe casino and about 500 at Rash field.

Meanwhile, the one-way street pairs adjacent to the harbor have 10 lanes of through traffic, while at many times, cars cannot make it through a light in one cycle. Baltimore has used these streets for 180-mile per hour races.

What Baltimore’s waterfront has gained by attracting tens of thousands of cars it might have lost by being unfriendly to pedestrians, bicyclists, urban livability, and more local populations. Walkers can enjoy a promenade ringing the water, but to venture inland, they have to cross many lanes of unfriendly traffic. These physical road barriers separate the water from Baltimore’s traditional downtown and may limit economic development from more easily sweeping inland.

 

A family racing to safety at Baltimore's Inner Hrabor

A family racing to safety at Baltimore’s Inner Hrabor

Ironically, all the car infrastructure may not make car driving easy. Supersized roads and garages contribute to congestion that can offset cars’ theoretical time-saving advantages. Driving across town and up and down garages sometimes is slower than walking and bicycling. The business case for more parking erodes if corresponding congestion leads to traffic jams and stress.

Pratt Street

Rush hour traffic near Baltimore’s Inner Harbor.

By adding four high frequency Charm City Circulator bus routes, Baltimore has made progress. It can do much more to shift the balance.

Here are some additional ideas to consider near the waterfront:

  • Create an app that directs cars to affordable satellite parking spaces.
  • Create a tax on new parking garages and dedicate the revenue to non-automotive transportation.
  • Let developers choose to pay into an alternative transportation fund instead of building parking as required by zoning.
  • Encourage parking at outlying transit stations that serve downtown.
  • Re-introduce and enforce bus-only lanes downtown.
  • Create peripheral park & ride lots with frequently departing shuttles servicing downtown, similar to the way airport shuttles work.
  • Create iconic Inner Harbor bus shelters.
  • Operate Camden Line trains on weekends for special events and Orioles games.
  • Ask the Orioles to reward fans for not bringing a car.
  • Create a discounted MTA family pass.
  • Ask downtown employers to create financial incentives for employees to not bring a car.
  • Build Pratt Street and Key Highway cycletracks to support bicyclists and bikeshare.
  • Add Charm City Circulator routes to South Baltimore, Canton, the Casino parking garage, and new park & ride locations.
  • Make sure the east-west Red Line moves forward.

Baltimore’s waterfront must be accessible to people who own cars. However, with more affordable, safe, and convenient alternatives, some drivers would be happy to visit the city’s downtown waterfront, while leaving the car outside of the city center.

Jeff La Noue

cross posted on Greater Greater Washington and Sustainable Cities Collective

 

Do Baltimore Magazine’s “Best Places To Work” promote gridlock?

Many employers give us no commuting choices.     Photo by biofriendly,  Licensed under Creative Commons Attribute 2.0 Generic

Many employers give us no commuting choices. Photo by biofriendly, Licensed under Creative Commons Attribute 2.0 Generic

Area magazines often issue lists of the “Best Places to Work,” but they don’t consider what the commute to those places is like. The real best places to work shouldn’t make employees sit in traffic for hours each day.

Each year, Baltimore Magazine releases its list of the Best Places to Work, based on factors like salaries, benefits, career mobility, and workplace culture.Washingtonian Magazine has a similar ranking.

But when my wife comes home from work, she does not talk about her employer’s 401K plans, her healthcare, or the free gym. Most often, I hear about how long or stressful her commute by car is.

I try to empathize, but my commute is a leisurely fifteen-minute bike ride that I love, or a two-stop light rail ride when it rains, getting me to work relaxed and clear-headed. Shouldn’t magazines talk about those things, too?

“Best Places to Work” rankings don’t talk about commutes

Virtually every rush hour, one or more of our major regional highways is backed up when some unfortunate driver’s car is mangled in a so-called car-b-que. The DC area usually ranks among the highest in the nation for traffic congestion, while Baltimore isn’t far behind.

Beyond causing stress and eating up time, commuting by car can be dangerous. In 2010, Maryland had 493 traffic deaths. 296 were in passenger cars or light trucks vs one fatality in a bus. 383 fatal car crashes were on urban interstates.

Meanwhile, employers on the Baltimore Magazine list highlight commuting options with about the same frequency as company picnics and employer-paid pet insurance. Of the top 25, there are only eight employers with a walkscore rating over 70. A high walkscore can indicate whether an employee can walk to a place to eat, to live, or a central bus or transit line from their workplace.

Six of the eight employers are in downtown Baltimore with lots of amenities and transit within easy reach, while one is in Towson, a walkable downtown in its own right. The seventh, America’s Remote Help Desk, is in Eldersburg in Carroll County, which isn’t a walkable area but earns a high walkscore due to being in a shopping mall with shops and restaurants. The middle seven are somewhat walkable. The remaining 10 companies are in more remote or isolated locations where driving to work is likely the only feasible option.

By walkscore (WS) ranking, Baltimore Magazine’s “Best Places to Work”:

Baltimore Magazine Top 25 Employers (2013) The higher the walkscore the greater the ability to get around without a car.

Baltimore Magazine Top 25 Employers (2013) The higher the walkscore the greater the ability to get around without a car.

Another way to measure the “best places to work”

Some area employers recognize that the best perk might be a variety of commuting options. Johns Hopkins, Baltimore’s largest employer, deserves credit. Its hospital is located at a Metro subway stop and has six bus lines. It runs an express shuttle service connecting its Homewood and medical campuses with Penn Station.

Hopkins is making investments so its community can conveniently live, shop, and play near each campus without a car. As importantly, Johns Hopkins has a robust Live Near Year Work program with downpayment/closing cost grants of up to $36,000, and is investing in the local public schools and business districts near its campuses as part of its Homewood Community Partners Initiative.

Let me tout my employer, the University of Baltimore. It has a 403b plan, comprehensive health and dental coverage, a free, full-service gym and library. But it also offers many choices for where its employees can live and how they get to work.

It’s within walking distance of many types of housing with different price points. Employees can choose to walk to work, and some do. Those who live slightly further out have the option of biking to work with new cycletracks on Maryland Avenue and Mount Royal Avenue, as well as the Jones Falls Trail, which I use.

The university offers discounts on Maryland Transit Administration service, meaning employees can take advantage of the 5 nearby bus lines, the MARC Penn Line, the light rail, and the subway, as well as a fleet of Zipcars. Penn Station, across the street, offers Bolt Bus and Amtrak.

If my colleagues want to be on the highways, go to Jiffy Lube, replace the tires, they can. But they don’t have to. Having the choice is a benefit.

There are many ways to get around.  Image source: Jeff La Noue

There are many ways to get around. Image source: Jeff La Noue

As employers and office developers across the region make decisions about where to locate and to build, it is time to give employees choices about transport. There should be no more LEED-rated, “green” buildings in the middle of auto-oriented sprawl that costs employees their time, money, and health.

Greater Baltimore has plenty of available real estate a short walk from transit stations. There are office infill opportunities on or near commercial main streets and within walking distances of where people live. State Farm in Atlanta is one of many big employers who are moving to more transit-friendly locations.

But employers may not feel the need to offer employees more travel choices unless it’s recognized as a desirable feature. Baltimore Magazine, how about adding commuting alternatives in the criteria for your “Best Places To Work 2014″ list?

JL

Cross posted on Greater Greater Washington, Sustainable Cities Collective , the American Public Transportation Association’s publication  Passenger Transport and profiled on Streetsblog and Planetizen

Baltimore’s Inner Harbor Poised to kick out Millennials

Baltimore Beach Volleyball poised to be asked to leave this location

Baltimore Beach Volleyball poised to be asked to leave this location

Thirteen million visitors a year come to the Inner Harbor.  The city has much to gain if it puts its physically active young professionals out front on display.  By playing at the Inner Harbor, Baltimore Beach Volleyball helps create a desirable healthy active image for the city. Instead of being celebrated, Baltimore Beach’s millennials are getting kicked off-stage.

The Inner Harbor has been home to Baltimore Beach Volleyball (BBV) for eleven years.  BBV has 2500 weekly participants, plays games seven days a week from May to September. It draws players who are 87% millennials, or adults between 20-34, 88% single (in case you’re looking), and 37% come from outside of Baltimore City, according to Todd Webster, who runs the league. BBV has been touted as the largest inner-city metropolitan league on the east coast, hosted games for the International Olympic committee, and become a permanent stop on the Toyota Pro Beach Volleyball tour. Baltimore ought to give BBV the proverbial keys to the harbor, instead there are plans to boot the volleyballers from the Inner Harbor to Swann Park. This is an unambiguous demotion to a low visibility location two miles to the south in the shadow of Interstate 95.

 

IH2 Phase I will trade Baltimore Beach Volleyball for a $40 million parking garage and what is depicted in the rendering

IH2 Phase I will trade Baltimore Beach Volleyball for a $40 million parking garage and what is depicted in the rendering

The city of Baltimore, Waterfront Partnership, and Greater Baltimore Committee recently released  The Inner Harbor II (IH2 ) plan , which looks at ways to improve open space around the harbor. It proposes replacing BBV’s courts and an existing park as well as the Pride of Baltimore memorial with a  subterranean parking garage topped by an oval grass lawn and a small sand “destination.” How this lawn will be programmed is unclear.  The plan will cost $40 million, though parking revenues will likely offset some of these costs.

Do the dollars allocated for IH2 efficiently address the issues highlighted in the Citizen Survey?

Do the dollars allocated for IH2 efficiently address the issues highlighted in the Citizen Survey?

Baltimore leaders have concluded that the Inner Harbor and Rash Field needs a refresher.  But the results of a citizen survey say about the area suggest that residents prefer more local retail in the area and want to address the lack of activity in some parts of the harbor. The plan does not ignore those concerns, but its bigger proposals do overshadow them.

There are good ideas in the plan, like the pool barge. But unfortunately, leaders are rushing to start with Rash Field,  a controversial and expensive part of the plan. How did the architects choose a grass oval lawn and sand lot for the top of the garage?  How is the proposed lawn not redundant with West Shore Park and grassy Federal Hill?

Baltimore and the Inner Harbor planners would benefit if they mixed-in some of the affordable ingenuity demonstrated by Janette Sadik-Khan’s New York City project portfolio.  Her matra: “Do bold experiments that are cheap to try out.”   She loves to talk about how Times Square was successfully transformed with lawn chairs and paint. All urbanists should view her Ted Talk.

Instead of replicating park-like amenities that already exist, there are ways to provide things citizens asked for and retain an existing draw, all at a much lower cost. Beach volleyball could be an anchor and destination for the area with the addition of local food and beverage vendors, water features, specialty kiosks, seasonal activities, and tables overlooking the courts. The space could also accommodate other activities like bocce, ping pong, yoga, zumba, stationary bikes, and kayaks.

Meanwhile, the Rash Field garage is not only expensive, but unnecessary with the existing 45,000 parking spaces in downtown Baltimore.  Has the city studied the possibility of valet parking service operating from the visitors’ center as an alternative? A valet service might make better use of existing parking capacity, be more convenient for visitors, and provide jobs. To increase access, extend  Charm City Circulator coverage to more neighborhoods. Creating a safe network of cycle-tracks to serve bicycles and bikeshare, which will launch this July, on the bike-unfriendly roads ringing the Inner Harbor would help.

In addition, building the parking garage will disrupt a public space for up to two years of construction. The view from Federal Hill is a very photogenic spot, and a popular site for locals and tourists.  A parking facility isn’t enough of a compelling reason to take this space away when smaller changes would have a much shorter and disruptive effect on the area.

The view from Federal will soon look a lot like this

The view from Federal Hill will soon look a lot like this

This plan also would have an impact on the city’s millennial community.   Many young professionals seek healthy and active social amenities. The data shows clearly that millennials are driving Baltimore’s growth more than any other generation.  For young professionals, Baltimore Beach Volleyball is arguably the Inner Harbor’s top draw.  Unceremoniously kicking them out will not be viewed charmingly by this opinionated generation.

Millennials heavily populate nearby neighborhoods and have brought new life to the city. Why not ask them to help program the harbor?

JL

crossposted at Greater Greater Washington, Rustwire, and Sustainable Cities Collective

If Investing: Move Baltimore’s Downtown Prison

Land just south of the Baltimore jail facility-What is the highest and best use of the jail and nearby land?

Land just south of the Baltimore jail facility-What is the highest and best use of the jail and nearby land?

Baltimore’s downtown prison complex is a physical barrier between the City Center and impoverished neighborhoods desperate for investment. Could moving the prison help heal the city?

Sprawling over 27 acres, the forbidding penal facility consumes a vast amount of acreage on potentially lucrative real estate. Surface parking, blight, bail bonds, and strip are the complex’s pitiful neighbors. It does not have to be this way forever.

Many cities have sensibly relocated their prisons away from their economic centers. Baltimore has yet to do so, but may have that opportunity.  Taking steps to move the penal complex from downtown was a pie in the sky idea until the state began publicly planning to sink over a half a billion dollars into demolishing and rebuilding the facility in place. Alternative locations exist nearby.

The penal campus is in the red box.  The shaded area is the impact area of the prison.  Mt. Vernon is directly west.  Johns Hopkins Medical campus is to the east. Downtown and the Inner Harbor are to the south

The penal campus is in the red box. The shaded area is the impact area of the prison. Mt. Vernon is directly west. Johns Hopkins Medical campus is to the east. Downtown and the Inner Harbor are to the south

City Marketing 101 says don’t put your prison complex as the welcome mat to your downtown or your top research hospital. By doing so, Baltimore sends the thousands coming to visit, to work, or to invest a grim reminder that Baltimore houses lots of dangerous people.

There are many questions. What could the land yield over time if the prison facility was not there to repel more promising development?  What new synergies could exist between downtown and the number 1 hospital in the nation?(2013)  How much new development could take place?  What is the potential for new tax revenues?  How many jobs could be created in addition to retaining existing prison jobs in a different location? Could a different future jump start Jones Town and the long stalled Old Town Mall redevelopment? Could the Mt. Vernon neighborhood expand east? Could a badly needed park to serve downtown residents be created? Could a portion of new tax receipts from future development support jobs for youth?

We should be cautious about building costly new prisons.   America must find a way to reduce its world leading incarceration rates, while preventing violent crime.  Locally, Baltimore’s recent prison issues are certainly as much about management as with the aging physical facility. Improved training and wages for prison guards and personnel would be astronomically cheaper than constructing new facilities. However, at some point, new facilities are going to be built. As these dollars are allocated, good money should not be spent on a misplaced location.

The current prison location may be convenient for visitors and employees. Furthermore, criminal courts are nearby.   By this narrow prism, the prison is well located. By considering the land’s far greater potential, relocating prison facilities to Jessup and or abandoned industrial zones are better options.

Many other cities have moved their prison out of their downtowns.  Baltimore has this chance.

Many other cities have moved their prison out of their downtowns. Baltimore has this chance.

Relocating large prison facilities from downtown is not only unprecedented, it is common.  Atlantic seaboard neighbors; New York, Washington, Philadelphia, and Boston have all done so.  New York City’s main prison is an island in the East River.  In the Midwest, Indianapolis mayor Greg Ballard is now leading a plan to relocate its jail out of downtown.  Noted urbanist Aaron Wrenn explains the benefit of moving the Indianapolis jail in his article “My Plan to win the war for Indianapolis Government Buildings.” The argument for Baltimore is similar.  

Maryland is projected to add a million people by 2040. Baltimore needs to position itself to capture a portion of this growth.  Adding dozens of acres available for development adjacent to the city’s most prominent employers, as well as I-83 and the subway, is a promising opportunity.

Top City and State decision makers don’t need to follow the narrow agenda of bureaucrats at the State Department of Corrections. There are innovative ways to reduce incarceration, provide opportunity, and remove barriers to Baltimore’s economic potential.  Rebuilding a prison campus in place should not be a rubber stamp.  If other cities understand this, Baltimore should too!

JL

crossposted at Greater Greater Washington and Sustainable Cities Collective

One of Baltimore’s most beautiful neighborhoods is dying

No, not San Francisco. This block is in Reservoir Hill, a dying neighborhood in Baltimore

No, not San Francisco. This block is in Reservoir Hill, a dying neighborhood in Baltimore

Baltimore has an increasing collection of lively neighborhoods sprouting new residents, businesses, and construction.  Their vibrancy vividly contrasts with nearby neighborhoods besieged by abandonment and decades of depression-level disinvestment.  Many are aware of this pronounced dichotomy. However, there are neighborhoods between these extremes. One indicator of Baltimore’s progress should be the trajectory of these tweener neighborhoods. Improving neighborhoods offer valuable lessons for those regressing.

This article will briefly analyze three historic neighborhoods; Hampden (improving), Remington (improving), and Reservoir Hill (regressing). These neighborhoods are clustered close together about four miles from Baltimore’s glitzy harbor on different sides of the 750 acre Druid Hill Park and Interstate 83.

The Avenue in Hampden is the spine of this revitalizing mixed-use neighborhood

The Avenue in Hampden is the spine of this revitalizing mixed-use neighborhood

Hampden is an unlikely  success story.  It has created a destination restaurant and retail scene, driven largely by independent local entrepreneurs that punches way above its weight class. Its primary retail street, “The Avenue” is integrated into an affordable neighborhood with a mixture of bare bones row houses and single family homes. Hampden, with about 7000 residents, has well over a 100 small businesses.

The neighborhood’s charm and success comes from the energy of its kitschy residents mixed with a homespun entrepreneurial spirit. Forbes magazine honored Hampden as America’s 15th best hipster neighborhood. The criteria? Walkability, coffee shops per capita, the assortment of local food trucks, the number of locally owned bars and restaurants and the percentage of residents working in the arts.

Remington is on the cusp. Corner stores and restaurants give the neighborhood flavor. A private sector developer, Seawall, has buoyed Remington by developing creative mixed-use projects. Seawall has recruited clusters of educational non-profits as well as renovated the Miller’s Court into apartments for Teach for America.  Most interesting, Seawall is partnering with the Single Carrot Theatre to renovate Mr. James Tire Shop into performance space, restaurants, and nonprofit office space. The Company is doubling down. It has plans to build a “massive” main street of independent stores with residences above.

Remington’s resurgence is poised to accelerate with the creation of the Homewood Community Partners Initiative launched in 2012 and funded by Johns Hopkins.  This fund has $10 million dedicated to the “physical, social, and economic well-being of its surrounding neighborhoods.”

Vacancy in Reservoir Hill

Vacancy-an all to common sight in Reservoir Hill

Reservoir Hill, historically the strongest of the three neighborhoods, is a sick patient.  Its population is dropping to near 6000. The neighborhood’s bounty of beautiful historic buildings and homes is shrinking. Grand rows of houses are pockmarked by emergency demolitions. It is plagued by vacancy and troubled by crime. Market values often are less than renovation costs, which makes investment a risky proposition. Demolition is as common as renovation. Unlike Hampden’s abundance, obviously helpful enterprising businesses don’t exist in Reservoir Hill.

Reservoir Hill is only sick, not dead. It attracts architecturally inspired home-buyers. Eutaw and Madison Streets are still relatively healthy.  There are many residents who care about it. However, these strong blocks are slowly losing inch by inch a long running tug-of-war with nearby blocks in desperate shape.

My analysis is simple.  Reservoir Hill cannot remain a residential island with no businesses, offices, retail, and restaurants. A housing only strategy is not going to work. For decades, its promotion, energy, and resources have been spent on (affordable) housing.  Reservoir Hill’s current housing programs; Vacants to Value and Healthy Neighborhoods will lead to home renovations, but not reverse the tide of the neighborhood. HUD and Baltimore HCD programs should also not be relied on to turn around neighborhoods. They are much better at housing and social services than they are urban and community development.  Their core competencies are not restoring market confidence in declining neighborhoods.

The Reservoir Hill Improvement Council (RHIC), with roots that date to the late 1970′s have also not been able to turn the neighborhood around.  Its approach is notable for its lack of interest and expertise in fostering neighborhood business enterprises. RHIC could be far more useful if it had the focus, talent and resources to recruit and nurture small businesses. A new organization, the Mount Royal CDC was launched in December 2013.

The data on population and vacancy show Reservoir Hill is unequivocally failing.  For the neighborhood to reverse course, Reservoir Hill must become more like Hampden and Remington. It must energetically seek small entrepreneurs, artists, businesses, and restaurateurs. Of Baltimore’s urban neighborhoods, those with desirable commerce have the brightest futures. Attracting a neighborhood-minded creative developer like Seawall would be an immense coup.  City, institutional, and philanthropic partners could help. Historic preservation advocates are natural allies. Without a profoundly new strategy, Reservoir Hill’s trajectory is unambiguous.

Reservoir Hill's trajectory is clear. The neighborhood can ascend, but new strategies are needed

Reservoir Hill’s trajectory is clear. The neighborhood can ascend, but new strategies are needed

By attracting entrepreneurial investment and a new mix of people, there might be blow back from a myopic few concerned about theoretical gentrification. In Baltimore, far more affordable housing is lost to disinvestment and uninhabitable buildings, than rent increases. More people leave, not because they are priced out, but because other neighborhoods offer more.

Vacant mansion in Reservoir Hill

Vacant mansion in Reservoir Hill

Reservoir Hill is important.  Its substantial architectural assets, diverse housing stock adjacent to a beautiful park, and access to major transportation arteries, give it an advantage over other declining neighborhoods.    A robust Reservoir Hill turnaround could stimulate the resurgence of other neighborhoods west of Druid Hill Park that are in worse shape.

Teetering neighborhoods in Baltimore and other rust belt cities should recognize a relatively simple reality. Urban neighborhoods with retail, restaurants, and businesses are doing better. Millennials and empty nesters are coming to urban neighborhoods, but they are not likely to pick yours if there is nothing to do.

JL

Millennials Lead Baltimore Forward

Baltimore Beach Volleyball

Recreation is a social magnet for Millennials-Baltimore Beach Volleyball shown here Image source: SouthBMore.com

Mayor Rawlings Blake has an oft-stated goal to add 10,000 net households in Baltimore by 2020. The city’s newly adopted slogan is, “Baltimore, A Great Place to Grow.”  This growth is badly needed to reverse the toll of losing 1/3 of the city’s population since 1950. In 2011, Baltimore had its first uptick in population in over 60 years.

How did this happen? Who is coming and who is going? Is it sustainable?  Let’s dig in.

The charts show very clearly that one group is doing all the heavy lifting.  Baltimore is more popular for 19 to 33 year olds, with a sweet spot of 26, than at any point in the last half century. This age cohort is the one group that is coming to the city, while all other age groups are roughly leaving Baltimore just as they have for the last half century.  Baltimore is so popular with twenty somethings that it has tipped the net population scale positive.

Baltimore population

Millennials are the demographic group helping Baltimore gain population for the first time in a half century

This data must be encouraging and scary for those who care about cities with these trends. The Baltimore millennial spike is profound, but loses steam with age.  Baltimore’s urban scene might help you find your mate, but after being hitched, young families eventually look for the exits.  The millenials or echo-boomers (Birth years 1982 to 2004) are a big 70 million strong demographic bubble with a pipeline of rising young professionals that should last another decade.

Dense walkable neighborhoods that have an active restaurant/retail scene complemented by parks that provide young professionals with recreation have been the overwhelming winners.  Safe and efficient transit and bike infrastructure will raise the city’s appeal to this cohort. City leaders can help more neighborhoods be successful be adding these amenities. Millennials bring vitality, energy, and do not demand much in the way of public services.

Patterson Park

Patterson Park and its surrounding neighborhoods provide the community, recreation, and lifestyle that many millennials want

Baltimore can retain young families longer with school choice. A family in Baltimore may understandably not like the bulk of the schools in the system, but they only need one good fit. There are a few good schools and they should be able to distinguish themselves.  Families who can choose one matching school may stay in the city. It is important for centrally led systems to not meddle with successful schools and dynamic principals. Competition will lead to better options and benefit more families.

For young professionals that have come to the city, lived in an apartment or small rowhouse, found their mate, and are starting to achieve professional success, property tax issues loom.    They may want to move because they are cramped.  There are many city neighborhoods with big enough houses. However, the data shows young families cross the border.

Will they stay in Baltimore city?  Source: Kathleen Hertel Photography

Will they stay in Baltimore city? Source: Kathleen Hertel Photography

For a $300,000 house in Baltimore city, the family will inherit a $6600 annual property tax bill compared with roughly $3000 for an equivalently priced house in the adjacent suburban counties.  The city can, at a minimum, adopt a new tax credit for city householders that want to move, but stay within the city. If Baltimore is the city that is “A Great Place to Grow”, there should be some ability for growing city families to buy bigger places in neighborhoods with quality urban amenities without getting whopped with double the property tax.

City boosters are appropriately gleeful about Baltimore’s first population gain in a half century. However, senior policy makers should acknowledge that it is young professionals that are leading the population reversal. There are tactical steps that should be taken to attract more millennials and keep young families in Baltimore longer. These steps warrant a sweeping plan that we can all see. Furthermore, it might give investors, philanthropists, and citizens a blueprint to rally around.

JL

MARC Train Edge Cities-They Don’t Exist, Yet

We splash cold water on our early morning faces before heading to Baltimore’s Penn Station in the dark where I  drop my wife to catch the 5:50AM MARC (Maryland Area Regional Commuter) train departing Baltimore Penn Station for Washington Union, where she will then transfer to the DC METRO and arrive at her work site by 7:30. Based on time and cost, this is a better choice than driving through AM and PM rush hours in two cities, which she has also experimented. I work in Baltimore, but have meetings in DC’s Maryland suburbs.  Right now, we are a couple straddling the Baltimore/ Washington region. We are not alone.

It is not surprising that corporate offices and sprawling suburbs are consuming the green fields between the beltways. By being in the middle, families and businesses can access the employment, cultural, airport and other benefits of both metros.   It is also not surprising that traffic is terrible and there is pressure to use tax payer dollars to widen or create roads. (ICC)

Corporate sprawl 2

Image: Corporate sprawl between Baltimore and Washington alienates transit riders

The status quo development (above image) between the cities is comprised of both corporate and residential sprawl a few miles from MARC stations, but useless to arriving train passengers. The US Green Building Council (USGBC) and its LEED rating system need to play a role.  USGBC should not be giving isolated land gobbling sprawl producers green credentials for energy efficiency when  these same buildings require inefficient commuting.

What is surprising is there is nary a sprout of an urban cosmopolitan edge city that is oriented around a MARC train station between Penn and Union Stations.  Arlington, Rockville, Bethesda, and Silver Spring are small cities that have grown up around Washington Metro Stations. Kaid Benfield has covered the Arlington success story and Chris Leinberger has described the growth of what he calls “walk up” development that is becoming so prevalent in the Washington Metro Area. By contrast, all seven MARC Penn Line stations between Penn and Union or “stations in the middle” (SIM), lie in a desert of surface parking lots (there is a garage at BWI). It is difficult to even get a cup of coffee at most of these outposts. What is also important to note, that MARC trains can deliver a passenger from these SIMs to the center of Washington (and Baltimore) roughly as fast and more comfortably as the Washington Metro (or car) from the aforementioned edge cities’s metro stations.

MARC Stations 2

Image: Lots of urban development opportunity at the underdeveloped MARC stations between Baltimore and Washington. Bowie State University and BWI stations shown.

While this author advocates for infill development inside the beltways, he acknowledges the demand for development in between.  It is time to start urban mixed-use development along the MARC Penn and Camden Lines. MDOT proclaims they are open for business partnerships and have a transit-oriented-development (TOD) underway at Odenton.  Private sector developers have made lots of money building urban product at Washington Metro Stations, particularly in Montgomery and Fairfax counties. There is potential for similar opportunity adjacent to MARC stations.

So why has scattered growth continued between the two cities while MARC stations remain the nucleus of constellations of barren commercial-less surface parking?  I speculate the issue is structured parking.  With cheap available green fields, why build the more expensive structured parking for more urban development patterns?  The reason for change is this.  There are an increasingly large number of consumers and employees who operate between Baltimore and Washington that prefer a hassle free train ride complemented by a short walk to an office, a restaurant, a hotel, or a residence on both ends, especially in a cosmopolitan urban environment. There is a premium for this in Bethesda and Arlington, and there will be at MARC stations.

BethArl

Image: Arlington (left) and Bethesda (right) are among several edge cities that have grown around their train station-each about 30 minutes from the center of Washington-the same as many MARC stations

Arlington TOD corridor

Image:  Arlington is being developed like pearls on a string with the densest development nearest the train stations. This is a model for MARC.  Source: Switchboard NRDC (left) and familypedia.wikia.com

To get on a roll at MARC stations, the public sector may have to help build and finance structured parking to open land adjacent to stations for development.  Stu Sirota, Principal of TND Planning Group, says there needs to be an overarching vision coupled with marketing. Stu  continues –  “A real regional planning effort  or charrette will show how all these station areas could become cool transit villages (or bigger) and what an incredible impact that could have on the Baltimore-Washington corridor.” Once there are a few hot spots along the line, the SIMs will be coveted real estate. It is time to get started.

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