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Posts Tagged ‘Inner Harbor’

Good news for anyone who lives or works in South Baltimore: this coming Monday, June 4th, there will be two changes that will expand circulator service:

1.) The existing Purple Route will be extended about one quarter mile farther south to Fort Avenue. This long overdue connection will serve many of the smaller, local businesses that operate on and around Fort Avenue.

2.) The Banner Route begins service and, despite the contested path the Banner Route will take, there will only be about half a mile between the two routes that serve Fort avenue. Basically, no business on Fort Avenue will be more than one quarter of a mile from a Charm City Circulator Stop.

With the addition of the Banner Route and the extension of the purple route, the Circulator will actually begin to resemble its own small transit network.

The new Banner Route and the addition to the existing Purple Route figure to attract even more riders to Baltimore’s fledgling transit system. Even without any changes, ridership climbed again between March and April. In fact, as of April 18th, the Circulator celebrated its five millionth rider. The system notched its four millionth rider in mid-January. So, over the past three months, the Circulator has transported 1 million riders. Not too bad for a system paid for by a parking tax and some grant money.

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The Charm City Circulator‘s ridership numbers have been increasing steadily for over a year. This should come as no surprise to those who live or work near its routes. What may come as a surprise is that Baltimore City is actually responsible for a successful transit program. As of March 2012, the Circulator transported about 350,000 per month. This may not seem like a huge number of riders but consider that in March of 2011, the Circulator transported only 188,000 riders per month. Transit use is increasing rapidly across the U.S., but very few municipalities can boast an 83% ridership increase over the course of one year*.

Total Monthly Ridership on the Charm City Circulator

There are many causes of this downtown Baltimore transit renaissance. First, the bus service is free, eliminating almost every disincentive to ride. Second, the service is local, not regional, making it highly functional for people making short trips within the Circulators target area. Third, two of the three routes serve the 401, the City’s central business district, currently the fastest growing in terms of residential population. Perhaps most importantly, the Circulator serves people going to and from jobs, stores, businesses, homes and apartments, not parking lots in the suburbs. Every Circulator stop serves a neighborhood, not a park and ride. And, the Circulator is expanding, serving even more neighborhoods and job centers, including Fells Point and Hopkins Hospital. As a result, one can expect ridership to increase even more. In fact, since the Green Route, the newest Circulator route, first began operating in November of 2011, overall circulator ridership has been increasing even more rapidly.

A map showing all three Charm City Circulator Routes

The Circulator is also a small operation. The Circulator is able to run efficiently because its routes are short and the Baltimore City Department of Transportation isn’t trying to do too much. Fewer routes in this case means higher performing routes and, in this case, consistent growth in ridership numbers. It also means that the Baltimore City Department of Transportation can spend time finding funding sources to add new routes to the Circulator. The Banner Route, for example, was made possible, in part, by a $1.6 million grant from the U.S. Department of Transportation. Meanwhile, even if the MTA were able to get such a grant from the Federal Government, $1.6 million would probably not be enough money to fund a new route.

Courtesy of Baltimore City, a map showing the new Banner Route in blue.

The Circulator isn’t just one new bus route though: it has grown from one route carrying about 1,200 passengers a day into a three-route system carrying over 11,000 in under two and a half years. With the opening of the Banner route this June, expect ridership to continue to grow rapidly as residents, commuters and tourists gain access to Locust Point and Fort McHenry.

Even though the Circulator doesn’t cover nearly the area that the MTA does, its ability to make the most of very little is impressive and begs the question: isn’t it time Baltimore had its own centralized transit authority? Baltimore is currently the largest city in the U.S to have a state-run transit agency. The effects of the bureaucracy and thinly spread resources can be seen in the piece-meal way that Baltimore’s transit system was built, in the lack of comprehensive planning and in the lack of regional cohesion around a transit-oriented vision.

A map of the MARC Train system: The State of Maryland currently operates MARC Service in 12 counties within Maryland and 2 separate jurisdictions including the District of Columbia and West Virginia. MARC, similar to NJ Transit, is a perfect example of the sort of regional transportation resource a state should provide. The Light Rail, however, which operates much more locally within Baltimore and Anne Arundel Counties and Baltimore City serves a different purpose entirely, one more consistent with the goals of a regional transit authority.

*If anyone is interested in taking a look at the data set or the data sources, as always, feel free to comment below and I’ll put it up.

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When the real estate bubble burst, it left millions of homes and businesses underwater. Baltimore is no stranger to this phenomenon: over 20,000 homes have been foreclosed upon in the last five years.

A map showing all of the foreclosures that occurred in Baltimore in 2011 - this map only displays 10% of the properties foreclosed upon in the last 5 years

With communities across the country still feeling the effects of the foreclosures and lost jobs, a new study is showing how we can make the best of a bad situation. The Red Fields to Green Fields research effort is attempting to document the effects of taking “red fields”, properties with zero or negative property value, and turning them into “green fields”, public or quasi-public green spaces.

So far the study has taken a look at six cities: Atlanta, Philadelphia, Cleveland, Miami, Denver and Wilmington, DE. Each city has its own unique issues but each sees red field to green field conversion as an opportunity and each has something in common with Baltimore.

Atlanta has one of the lowest parkland acreage to population ratios of any large city in the U.S. and hopes to change that by converting 2,850 acres of vacant land inside I-285 into parks. Meanwhile, in suburban Atlanta, 13,000 acres of available land will be removed from the market to create green space, strengthening the real estate market and communities.

A map showing all of the vacant lots within Atlanta's I-285

Cleveland is focusing some of its efforts on improving water quality. Cleveland’s red field plans involve taking some formerly occupied land and using it to implement neighborhood-scale solutions such as a small wetland or park. Proposals also recommend increasing the amount of vegetation along stream corridors draining into Lake Erie.

Using vacant space, Cleveland plans to create small wetland parks that aim to increase the area's ability to absorb and filter stormwater

Denver and Miami are putting a lot of effort and money into creating parks near proposed and existing rail stations. It seems that governments have realized that, in order for Transit Oriented Development (TOD) to be successful, new development must have access to parkland as well as transit.

A map of park expansion and how it would reinforce Transit Oriented Development in Denver

Miami, on the other hand, sees Transit Oriented Parks as potential centers for new neighborhoods and as a way to increase transit ridership by making the area around the station more livable.

A before and after rendering of a Transit Oriented Park in Miami

Philadelphia is taking a look at the inequity in available green space. Some neighborhoods have access to wonderful  parks while others are entirely without access. Many of the areas without access to parks are also areas with an excess of vacant land.

A map of Philadelphia showing access to parkland

Wilmington has perhaps the most interesting and relevant proposals. The city is faced with neighborhoods facing shortages of green space and large scale abandonment and vacancy problems. Each of these issues contributes to a cycle of disinvestment and a continued decrease in property values (sound familiar, Baltimoreans?). Wilmington intends to remove blighted and vacant properties from the real estate market and, more importantly, the neighborhood. By converting these properties into “pocket parks”, the neighborhoods would, ideally, begin to stabilize themselves.

A formerly abandoned row house in Wilmington has been converted to a small green space

Perhaps what’s most intriguing about Wilmington’s plan is its small scale and neighborhood-level impact. Wilmington’s approach is only estimated to cost about $22 million; the other proposals, however, are estimated to cost over $1 billion and some will cost much more than that. Baltimore is not a city rolling in cash and, therefore, the small solutions may work best here. That said, there’s something Baltimore can learn from each of the proposals above.

1.) From Atlanta – a row house does not need to remain a row house. Analysis of the supply and demand in a neighborhood would likely show the need for more demolition and open space conversion.

2.) From Cleveland – converting small parcels into natural areas can make a difference in water quality. Baltimore’s Inner Harbor suffers from terrible water quality while the City has an overabundance of vacant properties, there’s a solution in the making here.

3.) From Denver – transit isn’t everything to TOD. Developments planned around Baltimore’s proposed Red Line must have access to parks as well as transit.

4.) From Miami – surrounding transit centers with parkland can be a great way of reinforcing a neighborhood’s center and increasing transit ridership. Creating nodes where transit and parkland intersect could create vibrant neighborhoods.

5.) From Philadelphia – equal access to green space is more important than having more or larger parks. Greenways and small open spaces are great ways to ensure that everyone has access to a park.

6.) From Wilmington – low cost, neighborhood level solutions can be an effective revitalization technique. Sometimes the large-scale solutions intimidate Baltimore. Well, sometimes a small park in the right place can change a whole block. Put it on a corner, and it could change two blocks. Baltimore should make the most of its vacant properties and use them as instruments for neighborhood revitalization.

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What is the Jones Falls, an expressway or a stream?

Courtesy of the Baltimore Sun, a photo of traffic on the JFX

Courtesy of Urbanite Magazine, a photo of the Jones Falls

The answer probably depends on who you ask. Sadly, the Jones Falls has been branded as an expressway. We hear it every day on TV and radio traffic reports and it doesn’t help that over 100,000 vehicles and over 35,000 transit riders use the corridor it forms to get to work every day. In reality, the Jones Falls is not a thoroughfare, it’s a stream that runs from north to south through Baltimore meeting up with the Northwest Branch of the Patapsco River or Inner Harbor at its mouth. The Jones Falls Watershed comprises 58 square miles of urban and suburban Baltimore.

The pink area on the map represents the Jones Falls watershed. The yellow area represents the Direct Harbor watershed and the blue section is the Gwynns Falls watershed.

A Little History

The ravine-like valley formed by the Jones Falls used to be a hub for mill activity. Industrial uses along the Jones Falls began disappearing when waterpower became a thing of the past.

A bird's eye view of Penn Station and the Jones Falls prior to the construction of I-83 - the bridge in the foreground is the St. Paul Street bridge.

It has since become a transit right of way that carries commuters into Baltimore via the Light Rail, Amtrak’s Northeast Corridor and the eponymous expressway. The Jones Falls Expressway, or JFX, was completed in the early 1960’s up to Guilford Avenue. The expressway follows the path of the Jones Falls for almost about 7 miles toward its southern end.

A view of the Jones Falls corridor from the St. Paul Street bridge after the construction of the JFX

The Human and Environmental Costs

The Jones Falls Trail, like the JFX, follows the stream and provides important recreational access for Baltimoreans living in the northern half of the city.

A map of the Jones Falls Trail with the portion yet to be built in purple

However, starting just south of Penn Station, there is almost no public access to and no visibility of the stream itself. This is perhaps one of the largest issues that results from having a highway that follows and, in some cases, covers the stream. A visit to a park or other area where one can connect with the environment and see the importance of the stream ought to be more of a possibility. Unfortunately, the Jones Falls ends unceremoniously as a spillway, essentially eliminating public access to the stream as it becomes a concrete trough, designed to carry water efficiently to its outlet at the Inner Harbor. Despite comprising a relatively small portion of its total watershed, these final miles are perhaps the most important.

Over the course of these two miles:

1.)  The Jones Falls runs either underneath highways and roads or out of sight and out of mind. Exposing the Jones Falls to the public in Downtown Baltimore could go a long way toward creating a greater respect for Baltimore’s waterways.

2.)  The population density increases fairly dramatically meaning a greater number of people have less access to the stream and may not be aware of the impact that littering and other forms of pollution have on the Inner Harbor, the Patapsco River and Chesapeake Bay.

3.)  The amount of pervious land such as parks, lawns and fields (anything not covered in concrete or asphalt) decreases which amplifies the effect that pollutants have as they cannot be absorbed by or filtered through the soil and go directly into Baltimore’s Waterways.

There are obviously more factors contributing to the overall pollution of the Inner Harbor and the Chesapeake Bay but a campaign to reconnect the Jones Falls to the downtown neighborhoods through which it runs could help turn this forgotten waterway into a cleaner one.

What’s Next?

The Jones Falls Expressway needs to be reinforced, rethought or torn down in the next ten years. The Infrastructurist, an infrastructure and urban design blog, ranked it as one of the most important highways to tear down. If the highway is to be removed, a new urban boulevard could solve a lot of problems that the elevated portion of the JFX has created.

What an urban boulevard might look like

There is a tremendous opportunity to reincorporate the Jones Falls itself into Baltimore’s urban fabric, connect formerly divided neighborhoods and add options for parkland and transit. An excellent design option that is truly ambitious and goes far above and beyond many other proposals can be found here.

A rendering of the proposed Jones Falls Boulevard including a riverfront promenade, tram line, bike lane and infill buildings

The entire proposal can be found on Envision Baltimore’s Blog. The proposal, by Marc Szarkowski, would promote access to the Jones Falls, provide for a bike-able corridor and a transit friendly one, presenting alternatives to automotive use. Though definitely far from a reality, this proposal would make central Baltimore into a much more beautiful urban environment.

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