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Thursday, December 31, 2009

New Years Resolution

With the new decade upon us, I have decided to make on very important New Year's resolution: Eat at fewer chain restaurants. Recently I've been discovering local hole-in-the-wall joints like Dumm's in Riverdale Park. Want a decent half-smoke but you're in Silver Spring? Try Quarry House Tavern. When i'm hankering for a sub at work in College Park, do I go to Subway, Potbelly's or Quiznos? How about Jungle Grille on Route 1 instead? Need a quick late-night meal in South Arlington? Try Bob and Edith's Diner.

Apart from the fact that you are likely to get much better customer service and more/better food for the dollar at locally owned establishments like these, they keep money in the community. Panera might be great, but nothing beats the sandwiches at the Parkway Deli in Silver Spring.  And better yet, the define a sense of culture unique to a very small area, like my old haunt the Corner Pub in Four Corners, or the Stained Glass Pub in Glenmont.

The punk rocker in me likes to think that I am keeping my hard earned cash out of the pockets of "the man", but the fact of the matter is it is an economically sound decision, and it enriches my sense of local culture. Ben's Chili Bowl on U Street is a hyperbolic example of how a food restaurant can capture the character of a neighborhood. Some places are late night joints for bargoers, like Tastee Diner in Silver Spring and Bethesda and Steak and Eggs in Tenleytown. And what UMD student has never spent a late Saturday night at Plato's Diner?
Plato's Diner in College Park. Photo from flickr by Steve Snodgrass

I tend to move about the entire region so if anyone has a favorite watering hole, lunch counter, or grease pit that's not of the ilk of McDonalds, Chipotle, TGI Fridays, or Panera, by all means share with me and the rest of our readers. So for one of your resolutions this new year, I encourage you to forgo Starbucks for your morning coffee, and instead patronize a more local institution and keep the money flowing around your neck of the woods.

And of course, Happy New Year, DC!!!

Saturday, December 19, 2009

Snow Emergency: Don't Walk

Having experienced many of my Christmases as a youth in Buffalo, I'm generally nonplussed by big snow storms. This one has confined me to my house, however, and I've been watching the madness unfold on News Channel 8, where they are warning us not to venture outside our houses if we don't have to do so.


Route 1 in Laurel, taken from the front of the Greene Turtle. Plenty of cars were out despite warnings, making pedestrian conditions hazardous. Photo by the author.

Generally, that's very good advice. However, they were showing footage of pedestrians crossing streets and dismissing it as wildly dangerous behavior because, hey, cars gotta use those streets! Certainly driving conditions merit warnings, but why are we chiding the pedestrians instead of the people driving non-emergency vehicles? How are pedestrians expected to stay out of the streets when public services are focusing efforts on clearing roadways while ignoring sidewalks?

Prince George's County Executive Jack Johnson declared a state of emergency because so many county residents failed to heed warnings not to drive. I saw a few of those obstinate drivers on my walk to the Safeway in my neighborhood... which of course was closed. In fact, the only things open in Laurel Lakes Shopping Center were a nail salon (?) and a liquor store. Eventually I found an open 7-11, but suffice to say there was a lack of healthy diet staples. The proprietor, Pankaj, had walked to his store this morning to make sure Laurel Lakes could at least purchase Hot Pockets and yogurt smoothies if nothing else. This really made me wish my neighborhood had live-work units. Not to mention sidewalks.

Despite my lack of healthy food, open shops, and decent pedestrian facilities, at least I wasn't threatened with a gun during a snowball fight. A public gathering in the public realm at 14th and U NW was broken up because... wait for it... a car was hit by a couple of snowballs. The man brandishing the weapon was an off-duty policeman. The message: People don't matter in a snow emergency. Cars do.

Saturday, December 5, 2009

PG Stands for Poor Growth

Now, I like to stick up for my county. I believe that in many ways, Prince George's County has been dealt the short end of the smart growth stick. But the fact is that the county government isn't even trying, and it seems that any smart, transit oriented growth that does occur happens by accident or coincidence.


What puts me over the edge was this Washington Post article in Greater Greater Washington's Breakfast Links. A concrete plant has been approved near Sheriff and Cabin Branch Roads near Fairmount Heights.The Post article points out the multitude of other industrial plants near this site, surrounded on all sides by middle class residential zoning. GGW highlights this concentration, pointing out that the region in majority black. Pushing around non-wealthy minorities is not a new thing Prince George's County.

Cheverly Metro Station. Photo by Genista from Flickr

But what the Post doesn't point out is that the site where this concrete plant has been approved is less than a mile from Cheverly Metro station, one of the most underused stations on Metro. And it's on the same side of US-50 as the Metro station, meaning that useful growth could potentially occur in that area if Prince George's County wasn't treating it as a dumping ground for undesirable industry. It's a location inside the Beltway with easy access to the city and multiple forms of transit, including two Metrobuses that directly serve the site, five Metro stations within two miles (Cheverly, Landover, Deanwood, and Capitol Heights, and Addison Road-Seat Pleasant), and an Amtrak and MARC station at New Carrollton under three miles from the site. This is not the first, but only the latest controversy where PG County has throw its citizens under the bus and tried to drop an industrial plant in residential areas near Metro stations.

This site could be used for transit-oriented development at Cheverly station. It could be a crossroads between Cheverly and Capitol Heights. Instead it is home to an asphalt plant, a recycling transfer station, and a clay mine. And now, coming soon, a concrete plant. These uses would be far more suitably placed along US 50 outside the Beltway just a few short miles away, alas those areas have been blanketed with very low density McMansion developments. Byzantine laws promoting sprawl in PG will continue to force industrial growth in inappropriate places, including Fairmount Heights, one of the oldest black settlements in Maryland.

Prince George's County will not continue to prosper as it runs out of agricultural land while continuing to neglect its valuable inner ring suburbs. Transit investment will continue to be difficult to justify, making it more difficult to fund. And PG will continue to mean poor growth until the county's planning begins to take a look towards the future with regard to land use economy.

Saturday, November 21, 2009

Core Capacity & Freemark's Pink Line

The Transport Politic often showcases unique and clever transit solutions visualized by the site's author, Yonah Freemark. Recently he looked into the WMATA system and made an interesting proposal: a separated Blue Line, and running along it, another investment, a so-called Pink Line. Though Freemark's plan would add invaluable capacity and connectivity to our system, I believe a similar vision could be achieved without building another costly Potomac Crossing. That's not to say we shouldn't, but perhaps a closer term solution might look more like this:


View Pink Line in a larger map

The existing Potomac crossing where the Yellow Line connects Downtown and Pentagon City is underutilized and ought to have it's capacity increased before another crossing is built. This alternative combines the cross-Arlington connectivity that Freemark envisions without the circuitous route back through Rosslyn. This investment could be increased even more if the Green and Yellow Lines could be separated downtown, which might prove cheaper than the Blue Line separation. Another advantage would be that this line could just be an extension of the Silver Line, which would eliminate the need for a new line color.

New track miles are most valuable in the core. Unfortunately, they're also generally the most expensive new track miles. But the benefits to the entire region are huge across the entire system, making it a worthwhile investment. And it's about time we started considering "the rest of Arlington" more a part of the core.

Tuesday, November 3, 2009

A Car Crash Hits Home

I got word last night that the star basketball player from my high school was killed in a traffic accident on the B-W Parkway. I didn't know him on a personal level, only from being a freshman going to basketball games and seeing him lead the team to a win over powerhouses like DeMatha. But it hits home a little more when you know the person involved in the car accidents that take lives all too often on our region's roads.

Last week when swine flue deaths in America topped 1,000, the President declared a national emergency. Meanwhile, we have grown to expect 35 times that number of deaths on our roads every year. So much was made of the Metro accident this summer, as it should have been. But 9 people were killed. How many people have died this year on the Beltway alone? This is a dangerous paradigm to accept as a part of our daily life.

Thursday, October 29, 2009

Playoffs? Playoffs?!!

Posts have been increasing lately, but I somehow managed to get my football squad into the playoffs with out 2-6 record. Excuse the Jim Mora reference in the title.

We're now practicing at our home field under the lights (which makes a huge difference this time of year) because there are fewer teams practicing. Funny, it makes the program smaller and thus better served by the community it represents. The players have a much easier time getting to practice, and team moral has improved quite a bit. Just one more reason I decry the robust, "big box" approach to youth sports that the suburbs have been taking these days.

Monday, October 26, 2009

Imagine the Green Line North Extension

Monday night, Prince George's County voted on its transportation master plan update. I would have attended, but I wonder if the vote and public meeting was intentionally held on an evening where the Washington Redskins Monday Night game at FedEx Field in Landover would make traffic unbearable for northern (urbanism friendly) Prince George's County residents to drive to (highway friendly and transit inaccessible) Upper Marlboro. It's just conjecture, but I would not put it past the county government.

The master plan calls for the creation, extension, or widening of several highways throughout the county, allowance for greenfield development outside the Beltway, and some other Cold War-era fixes to Prince George's transportation problems. The counties ample highways have been described to me by my coworkers as "the only thing worth visiting in Prince George's County". As a resident, I disagree wholeheartedly, but it is hard to dispute that many people use the B-W Parkway, I-95, US-50, MD-4, MD-5, and Indian Head Highway as through routes to get to "nicer" exurban communities in Howard, Anne Arundel, and Charles County.

The master plan did, however, propose many transit improvements. Most notably (for a Laurel resident like me, anyway) is the Green Line extension proposed through Beltsville, Laurel, and on to Fort Meade. The county's proposal for this extension doesn't cater directly to greenfield development like older proposals for the extension that followed I-95 to MD-32 on a circuitous route through southeastern Columbia en route to BWI. The route I have envisioned below follows the CSX corridor in Prince George's County, as indicated in the master plan. If the Green Line is extended to Fort Meade, it would probably look a lot like this:


View Green Line Extension in a larger map

Stations:
Beltsville (Baltimore Avenue and Powder Mill Road)
Muirkirk/Konterra (Baltimore Avenue at Muirkirk Road)
Laurel Lakes (Cherry Lane between Baltimore Avenue and MD 197)
Laurel (Main Street at First Street)
Savage/Annapolis Junction (Brock Bridge Road at Dorsey Run Road)
National Business Park (MD 32 and National Business Pkwy)
National Security Agency (MD 32 and Canine Road)
Fort Meade Main Gate (MD 32 and Mapes Road)
Odenton Town Center (Odenton Road and Morgan Drive)

Fort Meade is the largest job center in the state of Maryland, and it is currently unserved by transit.This train extension would enable reverse commutes from Washington, DC and the Route 1 corridor while facilitating transit oriented development along Route 1. Servicing Fort Meade also would meet some of the transportation challenges that presented by the BRAC's relocation of 5,700 jobs to Fort Meade; Metro access to the bases facilities would eliminate the need for highway widening at the massive job center in Central Maryland. The existing transit on the corridor, the MARC Camden Line, suffers poor service because it shares tracks with the CSX freight trains, does not serve Fort Meade, and has not induced any transit oriented development. This alignment would most likely overcome those shortcomings and better integrate northeastern Prince George's County into the urban fabric of the DC Metropolitan area.

Saturday, October 24, 2009

Google Maps

This week Google Maps began using a new symbology on its maps.line features and place names are now outlined/shadowed, making the maps much easier to read. The new maps are more aesthetically pleasing, professional-looking, and sharper at every scale:


View Larger Map


View Larger Map

They actually remind me of the maps put out by Alexandria Drafting Company (ADC), the local standard in road atlases for a good long time.

Friday, October 23, 2009

Suburbane

Today I stopped in Calverton to fill up on gas. Much to my surprise, the Sunoco station on Cherry Hill Road offered "NBC at the pump", a TV screen with news and entertainment snippets. I had to sort of chuckle at the combination of two uniquely suburban inventions.

I often wonder what of our American toys were popularized or invented because of suburbanization. I've opined in the past that youth sports rose to prominence because of the suburbs. But the popular axiom "it takes a village to raise a child" is virtually lost in isolated, homogenized suburban culture. My mother, who grew up in a Sicilian ghetto in the West Side of Buffalo back when it was a thriving industrial city, used to bemoan the amount of television I watched growing up. As a pre-adolescent, however, I had few other choices for any type of sensory stimulation.

The Northwest Branch ran along the eastern edge of my neighborhood in a steep wooded valley. Despite the hiking path running through it, I was not allowed to play down there because I could get hurt or abducted and there would be no one around to help. Acres of wooded wonder just blocks from my house, and I couldn't utilize it. I was not allowed to walk along or cross University Boulevard for safety reasons. I was allowed to walk home from school along University Boulevard, as well as cross over the Betlway, but that of course was under the watchful eye of a twelve year old wearing an orange patrol belt. These two restrictions confined me to the Franklin Knolls and Montgomery Knolls subdivisions, which included two outdoor community pools, an elementary and a middle school, a synagogue-cum-Baptist church, and a nursing home. Oh, and I almost left out the acres of colonials, ranchers, and cape cods arranged in a hilly, illogical road network.

Newer, shinier suburbs sprouted up in outer Silver Spring and other towns by the late '80's, leaving few children my age in my neighborhood. It was mostly empty-nesters like the holdover Jews from before the synagogue left, the old Greek, Italian, Armenian, and Irish Catholics who moved in at a time when out neighborhood was still connected to a Catholic parish, before the Beltway partitioned it. We might have moved out in the early '90's when the neighborhood really started going down hill. Many of my neighbors did. These were the neighbors that had somewhat prestigious government jobs, like my old next door neighbor the Secret Service Agent. My father fell into this category, but tragically he passed away in 1992, and with three of my siblings in college, my mother decided to stay put.

By that time, I was older. I had slightly more freedom. But any semblance of "community" that existed in the Woodmoor shopping center or the Four Corners area a mile down University Boulevard had long since been replaced by generic strip mall shops. No satisfaction of place there. I also was discouraged from riding the C2 and C4 buses because of "bus people". (My mother eventually convinced me to drop this prejudice that I learned in school, and in high school I became a "bus person"). While most of my friends had a Nintendo or a Sega Genesis, my mother refused to let me and my younger brother partake in video games. Video games are also quite practical in the suburbs. If I could immerse myself in Super Mario Brothers 3 for a couple hours a night, it would fill the void where I should have had a sense of place. Lack of video games led to me talking incessantly on the telephone.

Alexander Graham Bell once said that one day there would be a telephone in every major American city. It's easy to see how he would grossly underestimate his invention before the society was partitioned, isolated, and homogenized into suburban culture. The satisfaction of human interaction could be feigned through talking on the telephone, and later through its successors, the internet and the cell phone. Yes, these inventions have been quite useful and successful across the world. With over four billion subscribers worldwide, cell phones are considered the fastest propagating technology in the history of mankind. But the rise popularity of phones, like television, video games, and the internet, for better or for worse, is likely the product of the suburb induced loneliness that so many Americans suffer, completely unaware of the shortcomings of their environs.

Back in Buffalo, where many of my cousins live, one can still purchase a 4 bedroom single family house for under $7000. My aunts and uncles fled the West Side to McMansions in Williamsville and Amherst. The butcher on the corner of my grandparents' street is currently vacant. And Buffalo continues to spread itself thin. If you haven't recently moved to the most far flung, newly built suburb, you live in an undesirable area.

Meanwhile, Franklin Knolls made a bit of a comeback recently. My older sister now lives there with her family. The neighborhood owes its recovery in no small part to its proximity to Downtown Silver Spring and its revival. Our region has dropped that deleterious paradigm. Georgetown, where my older brother slummed with gutter punks in 1987, is now one of the most desirable and prestigious neighborhoods in the region (to the tune of I'll-never-be-able-to-afford-it). Georgetown was built 250 years ago for beauty and comfort, which back then came from sense of place. over time, it remained a memorable place. It became dignified and urbane, so much so that when the flight from the city occurred, those charms didn't abandon it. And in the flight back into the city, Georgetown immigrants would easily settle in to the timeless, memorable environment. In Franklin Knolls, my nephews will be far less likely to need television, video games, and telecommunications to find sense of place and social satisfaction like I did when I grew up there.

As for those vast mazes of colonials and cape cods in Silver Spring, they're slowly getting sidewalks, crosswalks, mixed use development, and better integration to their surroundings. With urbanization, I believe an area becomes more dignified, more memorable, more urbane. With suburbanization... well, I guess the only word to describe it is suburbane.

Monday, October 19, 2009

Transit Capacity

Last month I criticized the plan to scale back Tysons Corner because of the need for increased freeway capacity. The more I think about it, the more merit I see in the notion that a revamped Tysons Corner will be desperately transit-starved. Freeways, however, are not the panacea. The plan to urbanize the region's most prominent edge city will bring thousands more jobs and residents to the area. Even if the area becomes more self contained, it will require much greater capacity for transportation in and out of the area's densest job center.

Downtown Silver Spring from the Metro station. Photo by mindgutter

Tysons will have 4 stations, but they will only be able to handle about 40% of the rides of stations at Silver Spring, Bethesda, Rosslyn, and King Street. Matt Johnson at Track Twenty-Nine created an excellent diagram showing how track sharing by Metro lines closer in to the city prevent the same capacities on the outer spokes of the system (except on the Red Line, which does not share tracks with any other line). Even with four stations, the capacity of the line does not stack up to urbanizations in Montgomery County, Arlington, and Alexandria. Can it support an even larger development with less system capacity? Can the already-clogged North Arlington Orange Line corridor support the additional riders with its finite capacity? Optimal success of the Tysons plan would require more Metro capacity such as a separated Blue Line on a new Potomac crossing.

I'm also lead to wonder if this has not contributed to the overall inferior urbanization in Prince George's County. No station in Prince George's has more than 60% capacity because the Green, Blue, and Orange lines all share track inside the District (though the northern section of the Green Line as the potential to do so if the Yellow Line ever runs all the way to Greenbelt regularly). Certainly the County's poor planning policies have contributed to the lack of urban development around virtually all 14 Metro stations, often egregiously, but perhaps lack of capacity has contributed as well.

The stretch of Metro in Prince George's County with the most service, the northern Green(/sometimes Yellow) Line has experienced the most development. Prince George's Plaza Station has probably seen the most. Though not exactly Downtown Silver Spring yet, University Town Center is probably the best example of urban development around a Metro station in Prince George's. Much has been planned for West Hyattsville, College Park, and Greenbelt, though little has come to fruition. New Carrollton, which will have added capacity once the Purple Line comes to town, also has grand plans for development. Stops on the Blue and lower Green Lines, however, are not experiencing as much planning buzz.

I have never heard of any study that implies the impact of station capacity versus development around stations, but it stands to reason that the more capacity, the more successful and robust development can be. The Orange Line corridor might be somewhat of an exception. West of Rosslyn, the Orange line can handle about 60% of the trips Silver Spring or Bethesda can handle. The strip is anchored, however, by Rosslyn, which has the same capacity as Silver Spring and Bethesda.

David Alpert suggested some innovative ways to create more system capacity by separating the Green and Yellow lines and rerouting some of the Silver Line trains. This would help Prince George's County, Tysons Corner, and other locations in Virginia and still be cheaper (in theory) than a separated Blue Line. If Silver Spring, Bethesda, and Rosslyn are models we seek to emulate, station capacity ought to be equivalent of those successful areas.