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Wednesday, October 29, 2014

McCulloh Homes: A New Short Term Lease On Life

Development and redevelopment activity is back in full swing around Downtown and most surrounding areas. H&S Bakery will soon be vacating its sprawling factory in the middle of Inner Harbor East to so that new construction can continue, construction on the Central Avenue bridge into Harbor Point is on track which will allow Harbor Point construction to commence in just a few short years, there are numerous Apartment projects coming down the pipeline for Otterbein, Sharp-Leadenhall, and South Baltimore, Canton Crossing is looking to add more Office Space, and Downtown proper has been seeing numerous re-purposing from Office Buildings to Apartments as the demand for Apartments Downtown has sky-rocketed. In short, new construction in Baltimore is all around us. Well almost.
One part of the Greater Downtown Area that hasn't received much attention is State Center. For those who aren't familiar with State Center it's currently an outdated Office Park that houses State Offices that's located on both the Light Rail Line, the Metro, and is just a few blocks from Penn Station. It is also surrounded by numerous hot areas such as Mount Vernon, Bolton Hill, Univeristy of Baltimore, MICA, and Station North. In other words, the location is among the best in the City.In addition to being located near several good areas of the City, it is also located near some not so good areas. Upton and McCulloh Homes are also at State Center's doorstep.    
In the early to mid 2000s, there was a plan to redevelop State Center as 1st class upscale mixed-use TOD haven complete with new State Offices, Apartments, Town Homes, and Retail as well as a Boutique Hotel. This would have been known as the "Eutaw District." Early versions of the plan included redeveloping the aging McCulloh Homes. The plan was re-drafted and scaled back not to include McCulloh Homes after Resident backlash. Although this was a labeled victory for McCulloh Homes Residents, no plan has come forth to address the decaying conditions at McColloh Homes since it was excluded from State Center. 
The plan for State Center with or without McCulloh Homes was met with controversy. With the State act as a Developer, it would have to splash out a serious amount of cash $1 Billion + and that didn't set well for people who thought the State was too cash strapped. Had the State been in better financial shape, there would still be naysayers thinking that a project like this would be a waste of money. Supporters asked us to look at the big picture. Taxes and fees generated once this project had been completed would make the investment more than worth it. In other words, the State would have to spend money to make money. I was and still am of the mindset that State Center needs to be redeveloped. My views on how to accomplish that have changed drastically over the years however.
First I was on board with the State investing the money to pay for redeveloping State Center knowing that the area needs that shot in the arm as well as the return on its initial investment. As the economy tanked I was still a champion of the redevelopment effort but I preferred waiting until the economy stabilized. As time wore on it became clear that this project wouldn't happen anytime soon if at all. I still supported it. This project not being funded mean the need for the State to get new Offices was being unmet. 
It was at this time that Downtown's Office Vacancy Rate was hitting 20% even though projects rich in Office Space like Harbor Point and Inner Harbor East. With this news, my support of State Center's redevelopment remained in place however, I wanted the State to remove itself from the project and sell off the land to a private developer that they would "bank" until the Market was ready to absorb it. The State Offices would lease space Downtown in an effort to reduce the vacancy rate. I wrote a post on this matter called "Taking the State out of Center."
After the State Center Buildings were vacated I left their short term fate in the hands of the Developer who now owned them. They could demolish them and bank the land until the climate is right for redevelopment, or they could simply mothball them. I came up with a different plan for the short term. Remember earlier in the post when I said nothing was being done to help McColloh Homes? I was hoping you did because it's a pivotal part of this plan. I know think the best option for the State Center Buildings in the short term would be to house McCulloh Homes Residents. After being converted into Apartments, the City would lease the Buildings from the Developer after selling the land McCulloh Homes sits on. The Developer would then demolish McCulloh Homes to make them part of the eventual State Center redevelopment. 
Once development in and around Downtown reaches build out and the demand for development returns (once new projects are fully leased and/or purchased) The State Center Buildings now housing McCulloh Homes would be demolished and the entire site (McCulloh Homes and State Center) would be redeveloped as an upscale mixed-use TOD haven that the Planners envisioned all those years ago.

Monday, October 27, 2014

Old West Baltimore: Your Cries Are Being Heard...........Slowly

One of my very first posts on this blog was entitled "Old West Baltimore: Crying For Intervention." It was true then and it remains true now. However, there are some signs of hope in Old West Baltimore that if the City and Developers were to take advantage of, Old West Baltimore would improve greatly. Please keep in mind that as you read this post, I'm not looking to gentrify Old West Baltimore. I'm simply trying to provide safe, well built affordable housing and services for working Families and Seniors.
It's no secret that Old West Baltimore has been struggling long before World War II. During the Great Migration, tens of thousands of Black Southerners made Baltimore their home. What didn't change were the boundaries of Baltimore's Black Neighborhoods. What resulted was over-crowding, and decaying and substandard living conditions. As the Black Neighborhood Boundaries went west of Fulton Avenue, those who could afford it headed west to "second hand Suburbs" like Edmondson Village where Whites were fleeing to the newly built suburbs. Those who were forced to stay in Old West Baltimore were still left in slums albeit less crowded but slums non the less. 
The great solution to the slum like conditions was not great at all. It was barely a solution. Said solution was to build new public housing high rises that were charged with ridding the City of its slums. The new high rises, funded largely by the Federal Government soon became a haven for crime and drug dealing. Residents were scared to leave their homes and soon the surrounding Neighborhoods saw the same crime that the high rises had. Even worse, the Feds who providing funding to build these high rises, didn't fund their maintenance, which the City could not afford. Before long, the same slum conditions that the high rises were meant to eliminate had come back.
Needless to say, this crime and subsequent decay left Residents fleeing for homes for safety. This caused some of Baltimore's most concentrated population loss. In Old West Baltimore, it's not uncommon to see block after block of vacant row houses without a single Human residing in them. I say Humans because there are Rodents and Roaches residing in them. Once the Murphy Homes high rises were torn down and replaced with the lower density town home development of Heritage Crossing, it was thought that Old West Baltimore would be on the upswing again.
Heritage Crossing and similar projects have been great. Sadly they haven't been able to spread their greatness to neighboring blocks. Although Heritage Crossing is the most well known successful redevelopment project in Old West Baltimore, there are others that made some improvements in their immediate area.
First off, in the early 1990s, Penn North and Sandtown had modular Town Homes built for affordable Home ownership. They sold like hot cakes. It seemed that in the 1990s there was a pent up demand for affordable new construction housing for purchase in old West Baltimore. As part of the redevelopment in Sandtown, some existing row homes were preserved if they were in good enough condition. 
Throughout the remainder of the 1990s and 2000s, very little development occurred in Old West Baltimore. That pent up demand for affordable new construction in Old West Baltimore was a fluke. Sure Heritage Crossing sold well but wasn't that mostly Residents who had lived in Murphy Homes? Nope, most of the homes in Heritage Crossing are owner occupied but developers had set their attention on the Harbor and had no intention of diverting their attention.
Meanwhile in Druid Heights, Residents and Community Activists were sick of waiting for narrow minded Developers to turn their attention to Old West Baltimore. With a plethora of vacant row homes and lots, they formed the Druid Heights Community Development Corporation and and have slowly but surely been buying up vacant row homes and lots and building new affordable town homes for working Families. Examples of these new homes can be seen along the west side of Pennsylvania Avenue and Gold St. Newer homes are beginning to pop up along Baker St. as well. Since the Druid Heights Community Development Corporation isn't a large National Developer, the pace at which new homes can be constructed may seem slow but they're making great strides in giving Druid Heights a rebirth.
Now that we've established that Old West Baltimore has a pent up demand for affordable new construction for home ownership, I have but one burning question; Is there the same demand for Rentals? The answer is yes. Just take a look at the recently completed Penn Square Apartments in Penn North. They became fully leased in no time. The same developer who developed Penn Square built a similar project along North Avenue in Walbrook Junction which has a waiting list. When referencing that project he said that he could 100 similar projects in Baltimore and they would be fully leased in no time. So to answer that question, there is a pent up demand for affordable new construction rentals as well.
Now that we have discovered these islands of hope in Old West Baltimore, one might wonder what's next. Given the state of the housing in much of the area, redevelopment may be the only alternative. There may be the occasional row of homes that are in good enough shape to rehab and then rent and sell. Upton's Marble Hill District is one of these places. Madison Park which separates Upton and Bolton Hill is beginning to emerge as a great place to rehab a row home at a non inflated price. Reservoir Hill's row house mansions that were once used as multi-family dwellings are being restored to their single family grandeur.  
Most of Old West Baltimore however is not Upton's Marble Hill District and Madison Park. If that were the case, Old West Baltimore would be seeing a surge of reinvestment that rivals the Harbor. The sad truth is, as is evidenced by past successes, the only clear solution is redevelopment. Now we can't redevelop all of Old West Baltimore although it may ultimately come to that. I have come up with three areas of highly blighted land that would help give the area a much needed face lift and perhaps start a small building boom.      
First there's Penn North. As I had indicated before, there are two success stores here; first there are the Town Homes built in the 1990s and secondly there are the recently completed Penn Square Apartments. The redevelopment I'm proposing is the land that separates the two. That land is still very blighted filled with empty lots and boarded up row homes. The land that front Pennsylvania Avenue would be higher density similar to Penn Square while Residential blocks will contain Town Homes. Whether these new homes are rent or purchase their prices will affordable to Working Families.
Next there's Gilmor Homes. Gilmor Homes is a sprawling public housing complex that sits in the middle of Sandtown. Although the Southeastern portion of Sandtown has benefited quite nicely from reinvestment and redevelopment, the same can not be said about the rest of the Neighborhood. Gilmor Homes has been hot bed for crime and drug activity for decades now and if redeveloped, it will serve as a catalyst for further investment and development in Sandtown. The Gilmor Homes redevelopment are will not only include the complex itself but the surrounding blocks that are all but vacant. In its place will be a mixed income Community primarily of Town Homes with a few Apartments with a mixture of rentals and privately owned homes. There will also by a public housing Senior Building that will be no taller than five stories. There will also be amenities such as a Daycare Center, A Community Center, Urban Gardens, as well as a small Retail area close to the Senior Building.       
The last redevelopment area is in Upton. It creates a triangle bounded by Pennsylvania Avenue to east, Mosher St. to the north, Fremont Avenue to the west, and the Heritage Crossing Development to the south. This area features a very large concentration of vacant row homes and lots that can only be fixed by a massive redevelopment effort. Fortunately, this area is large enough to change the image of the Upton Community and may create a synergy to begin attracting more Residents outside the area. Similar to Penn North, buildings along Pennsylvania Avenue will be Apartments while the more residential blocks will consist of Town Homes. A public housing Senior Building will also be featured here not unlike the one I have purposed for the redeveloped Gilmor Homes. 
If these three initiatives were put forth, coupled with the existing synergy, Old West Baltimore's cries for intervention will be heard and the area successful. Still more work would have to be done, most specifically in Harlem Park and McColloh Homes and hopefully attracting better Retail to Pennsylvania Avenue. Perhaps one day Old West Baltimore will be a sought after address. That would a ways off but right at the very least the cries for intervention are slowly being heard. And that's more than I could have said seven years ago.

Monday, September 29, 2014

Revisiting Old Freeway Attempts III:The Outer Beltway

As I end my series on revisiting old Freeway Attempts, I focus this entire post on just one proposed road; The Outer Beltway. Yes, believe it or not I-695 was only supposed to be the "Inner Beltway" with another loop that catches more outer ring suburbs to follow. Obviously the Outer Beltway was never completed in fact it was barely started. The only part of the Outer Beltway that exists today is Route 100 which is the southern spur of the un-built Interstate. I bet you didn't know that. Then of course if you look at a map you can see that in fact Route 100 does serve as an "outer" alternative to the current Beltway at least in the southern suburbs.

When Route 100 was built in phases starting in the 1970s until its completion in 1999, it was never meant to be an entire loop. In fact, the reason that Route 100 is located where it is is because the land had been reserved for the Outer Beltway and all the State wanted to build was a highway link between Route 29 in Ellicott City and Mountain Road in Pasadena to ease congestion in rapidly growing areas of Howard and Anne Arundel Counties. Route 100 did just that except that it opened the floodgates for more growth and sprawl which put congestion of roads back to where it was before Route 100 and then some. Given that Route 100 follows the southern right of way set aside for the Outer Beltway, hows about we extend it in both directions to complete the loop and give Baltimore two Beltways just the Eisenhower Era Interstate Planners had intended. 

The moniker of Route 100 will be dropped in place of the more fitting I-595. I realize this is the unsigned name of a stretch of Route 301/50 but I think our new Outer Beltway is more deserving of this noble title. We will start our journey at the eastern end of Route 100(now known as I-595) in Pasadena. Route 100/I-595 ends at Mountain Road currently but it will be extended as I-595 east of Mountain Road which will have a grade separated interchange as will all of its crossings. It will continue eastbound before crossing the bay between Bodkin Creek and Boyd Pond. This long bridge will do something unheard of; connect Pasadena in Anne Arundel County and Joppatowne in Harford County.  

This bridge, which gives all other bridges a run for their money, will end at Canal Creek in just south of Joppatowne. Extending Eastern Avenue to meet I-595 should be considered. There is some relatively unused land here which I-595 can use for interchanges with Route 40 (Pulaski Highway), Philadelphia Road, and I-95. It may be a good idea for I-95 and Philadelphia Road to share ramps to one another a la Park Heights Avenue and Stevenson Road given how closely parallel the roads run in between each other. After its interchange with I-95, I-595 will meet up with Route 1 (Belair Road) in between Perry Hall and Kingsville. After unceremonious interchanges with Harford Road, Glen Arm Road, and Manor Road, I-595 will cross Loch Raven Reservoir. After this, things begin to get interesting.

In Central and western Baltimore County, there are a few roads that already exist that I've noticed could be spurs for the Outer Beltway. After an interchange with Route 146 (Dulaney Valley Road) I-595 will follow what is now Old Bosley Road albeit much wider and up to Interstate Standards after which it will roughly follow Bosley Road and finally Warren Road. Warren Road was one of the Roads I had considered to be a spur for the Outer Beltway therefore I'm using it as such. Given the Residential nature of these Neighborhoods, there will be no interchanges until meeting Route 45 (York Road) The existing at-grade intersection will be upgraded to a clover leaf and Warren Road, currently a two to four lane road separated by a median strip will become I-595, a six lane divided Interstate. 

West of York Road I-595, the continue to follow the Warren Road Route. Here, it will be much easier to transform the road as it has more of a highway-esque layout. Warren Road ends with an interchange with I-83. I-595 will continue on west of I-83. It will meet Route 25 (Falls Road) and take the path of least resistance through the Greenspring Valley with interchanges at Greenpsring Avenue and Park Heights Avenue just below the Caves Valley Country Club.

I have setup I-595 to be level with Owings Mills Boulevard right where it veers north and follows the CSX lines. Why? Because I believe Owings Mills Boulevard between Winans Road and Stevenson University is the other "spur" of the Outer Beltway is. Owings Mills Boulevard has an interchange with I-795 here and its intersections with Reisterstown Road, Red Run Boulevard, Lakeside, Boulevard, Lyons Mill Road, and Winans Road will be upgraded to grade separated interchanges. Other smaller streets that meet up with Owings Mills Boulevard/I-595 will have bridges over or under them without access. The planned extension of Owings Mills Boulevard to Liberty Road will also be a grade separated interchange. 

Once I-595 has crossed Liberty Road, it will take curvy path of least resistance. That simply means that it will curve around to ensure the fewest number of homes have to be destroyed to construct it. Eventually it will cross into Howard County and will cross Route 99 at its current signalized intersection with Route 29. Route 29 between Route 100 and its northern terminus at Route 99 has served as a southwestern spur of the Outer Beltway (I-595) Route 29 between Route 99 and Route 100 will be re-dubbed I-595 and the traffic light intersection at Route 99 will be upgraded to a grade separated interchange. I-595, once it has completed its short stint using the current Route 29 will make an easterly turn back to the current Route 100. At this point the circle is complete.

Now that I have completed my entire series on un-built Freeways in Baltimore I bet I know what you're thinking; That was stupid. Yes, yes it was however we must revisit these failed attempts now and then to remind ourselves why they failed in the first place so history isn't doomed to repeat itself. Building anyone of these Freeways would be a waste of Tax Payer Money, have to unnecessarily relocate hundreds if not thousands, will ruin sought after park lands, will pollute the air as well as the water, and will do nothing to actually reduce roadway congestion.

By researching and writing this series, I was reminded time and time again that if Baltimore wants reduce congestion on its highways it needs to look in the future not the past. This series looked in the past and showed how detrimental it would be. Rather than investing in expanding our highways, Baltimore and surrounding areas must look at upgrading Mass Transit in particularly Rail Transit and shuttle buses that go to and from Rail Transit stops. Park & Ride lots at the end of transit lines are a must as is TOD so that Residents can get rid of their cars. The successful Cities in the Country have world class transit systems and if Baltimore wants to become one, it must get one of its own NOT build more highways.

Monday, September 22, 2014

Revisiting Old Freeway Attempts Part II: The I-695 Connections

Think I was done with the Old Freeway Attempts Series? Think again. This time the proposed freeways I'm writing about would have crossed I-695 in some way shape or form. This post will also cover why the east side of I-695 is not a perfect circle and is filled with many sharp twists and turns. The I-695 we all know and love today was pieced together by two failed freeway attempts on its east side.  

The first freeway I'm introducing is I-795 aka the Northwest Expressway. The Northwest Expressway was built in the 1980s in conjunction with the Subway Line that runs parallel to it. It also contains a direct exit ramp to Owings Mills Mall which has failed miserably. There are plans to extend the expressway northbound into Carroll County in the future as traffic along Reisterstown Road and Liberty Road continues to increase as well as plans in the foreseeable future to build an interchange at Dolfield Boulevard. 

I-795's southbound terminus is at I-695. It wasn't supposed to be. Had the planners of I-795 had their way, it would have continued southbound cutting the Sudbrook and Lochearn communities in half before entering the City and ending is status of a Freeway at Wabash Avenue. Wabash Avenue runs through northwest Baltimore City as an at-grade Boulevard parallel to the Subway tracks just like I-795. The Subway tracks that run through Sudbrook and Lochearn tell us the exact alignment of the would be I-795 link. Although this may have provided traffic relief to Liberty Road and Reisterstown Road inside I-695, I don't see how disrupting the communities of Sudbrook and Lochearn is a good enough trade off.

Next we come to the Perring Freeway, hey wait a minute! Isn't there a Perring Parkway already in existence? Why yes there is. The Perring Freeway would have followed the same right of way as the current Perring Parkway does however it wouldn't have traffic lights and would have contained grade-separated interchanges like what can be found at Northern Parkway and Perring Parkway. Very little can information can be found on the Perring Freeway such as how long it would have been a freeway (perhaps when it corsses the Alameda?) or if it would continue as a freeway above I-695 (too densely developed to do so now.) 

My guess is that land was bought for interchanges for the Perring Freeway but funding wasn't provided to build them. The end product was the Perring Parkway we have come to know. Its undeveloped landscape is likely the land that would have been used for the Freeway. Just like the I-795 extension in the City, I see no reason why this should plan should be resurrected.

Next we come to I-695 itself. Remember when I said that a couple of failed Freeway attempts make up the east side of I-695? Well this begs the question; What was the proposed alignment of I-695? Today's Southeastern Boulevard was the original alignment for I-695. It would have used that alignment rather than having to take that tight awkward ramp to stay on the road. Southeastern Boulevard actually forms a perfect circle when teamed with Back River Neck Road where it could rejoin the current I-695 alignment in Edgemere just northeast of its interchange with North Point Boulevard. Unlike every other failed freeway attempt, I would like to see this happen. I was never a fan of I-695's eastern alignment and upgrading Southeastern Boulevard and Back River Neck Road to interstate would allow that to happen. Now, what IS the eastern side of I-695?

The eastern side of I-695 is composed of two failed freeway attempts. First is the Windlass Freeway. When built in its entirety, the Windlass Freeway would have started as an extension of Mroavia Road at I-95 (ghost ramps are present here) and would have run parallel to Pulaski Highway and Eastern Avenue. Right where I-695 makes that VERY sharp turn is the considered the southern end of the built section of the Windlass Freeway. The northern end is at the interchange of I-695 and Southeastern Boulevard. This appears to be a hurried attempt of an afterthought to complete I-695 when the proposed alignment and the Windlass Freeway were scrapped. That small portion of I-695 is still referred to ass the Windlass Freeway on some maps. In the midst of the very sharp turn on I-695/The Windlass Freeway, there are ghost ramps present to indicate where the Windlass Freeway would have continued on to meet Moravia Road at I-95. The Freeway was supposed to have ended northbound at what is now White Marsh Boulevard. 

If Southeastern Boulevard were to become I-695's east side, then the Windlass Freeway could be built in between Moravia Road and the current I-695/Windlass Freeway without much disruption. It would simply run in between I-95 and I-695 providing relief to the congestion in the area. 

The second failed freeway attempt that makes up the eastern side of I-695, is known as the Patapsco Freeway. This runs south of the sharp turn on the Windlass Freeway portion and stops at the Back River Neck. The Patapsco Freeway could have made for a northern alternative to the Chesapeake Bay Bridge if extended past I-695. There's no telling how long the Patapsco Freeway could then run once on the eastern shore. Given how sparse the land is it could go all the way to the Cape May-Lewes Ferry in Delaware. The Ghost ramps at the sharp turn on I-695 are where the Windlass Freeway and Patapsco Freeway were to intersect, not knowing at the time they would become the same road. Like the Windlass Freeway, the Patapsco Freeway portion of I-695 is still labeled as such on some maps.

This ends another segment on my series of old freeway attempts. I'm sure I surprised some of you by my wanting to realign the eastern side of I-695 to the current alignment of Southeastern Boulevard and extend the Windlass Freeway portion to Moravia Road at I-95. The Patapsco Freeway also makes sense as a northern alternative to the bay bridge. The series isn't over yet. What will my finale reveal? Stay tuned to find out.

Wednesday, September 10, 2014

Revisiting Old Freeway Attempts Part I: The I-95 Connections

If you take a look at maps of Baltimore and surrounding areas, you will see a plethora of Freeway plans that never came to fruition. The reasons why are endless, the three biggest were; Neighborhood protests, lack of funding, and environmental concerns. Another reason was that in some cases, building freeways in that particular area or region was flat out a bad idea. Some of these un-built freeways were good ideas and as such, I wonder if somehow several billion dollars magically appeared if revisiting these old Freeways would be a good idea. I will examine all freeway attempts even the outlandishly bad ones.

During the era that Eisenhower signed the Interstate System into law, cities across the Country were literally being torn apart to make way for these new Freeways. It was thought that people would ditch cities in favor of suburbs and cities would be nothing more than slums and a Central Business District. In a lot of cases this is exactly what happened and some blame the intrusive freeways for speeding up the process. Baltimore actually got off light with its freeways but the original plans were much and grandiose.

First there was I-70. Ever notice how weird it was that it just abruptly stops at the Park & Ride lot at the City/County line just east of I-695? Well, it wasn't supposed to. I-70 was supposed to continue on into the City plowing through Leakin Park at the cost of Baltimore's largest and greenest park, have an exit onto Hilton Parkway, have a spur that leads directly into Downtown (more about that later) where it finally ends at a seemingly more appropriate location at I-95 between Caton Avenue and Washington Boulevard. Ghost ramps along I-95 tell this story. City Residents put up a fight to save Leakin Park before this segment of I-70 was built and were successful in saving Leakin Park.

Now should we revisit this and try again to extend I-70 to meet I-95? Absolutely not. As far as the environmental concerns go, nothing has changed. In fact, the addition of the Gywnn's Falls Trail has only added to the notion that Leakin Park is not to be disturbed. 

Next we come to I-170 aka the Road to Nowhere. Highway Planners were so sure that funding would be secured for the I-70 extension to I-95 and that the Community at large would support it that they began building the spur to Downtown known as I-170. Since I-70 wouldn't hit Downtown itself, planners decided to build a small three mile spur that would connect I-70 to Downtown. Roughly one mile and a half miles of the spur was constructed at the expense of hundreds of Residents between Franklin and Mulberry St. before the plan to connect I-70 to I-95 was canceled. The result was and is a broken Community that has yet to recover from this invasive freeway project. Planners tried to make it worth something by connecting I-170 to I-95 without the I-70 connection. This would be known as I-595. This also didn't pass and I-170 became the Road to Nowhere.

Again the question comes, should we try to revive this? Again the answer is no. Like I had before, the Citizens of Baltimore don't want to have Leakin Park destroyed and in order to connect the I-170 spur, more homes in West Baltimore would have be destroyed further ruining the Community. It should also be noted that City Planners want to dismantle the portion of "freeway" that was already built to build a mixed use TOD Community in its place to spur the revitalization of West Baltimore.

Another Freeway that was supposed to connect to I-95 was I-83 aka the JFX. The reason it didn't continue as a freeway past Fayette St. was because of Community backlash, just like the extension of I-70 that never came to fruition. I-83 was supposed to remain a freeway going into what is now Inner Harbor East through Fells Point and finally along Boston St. in Canton. it would connect to I-95 near the O'Donnell St./Boston St. Interchange as evidenced by Ghost Ramps. Back then, Inner Harbor East was nothing more than parking lots and industrial ruins and Fells Point and Canton had gone into decline. One big reason for their turn around was the idea that the I-83 extension would destroy their historic Row Homes and take the fabric of the Neighborhood with it a la the Road to Nowhere. 

Should we revive this attempt? Fortunately that would be impossible. Gievn how much redevelopment has gone on in the area, building a Freeway in the middle of it would erode all the progress that was made in Southeast Baltimore and turn it into the Road to Nowhere Corridor. If that's not reason enough to not revive the I-83 extension I don't know what is. I should also mention that there are currently plans to turn I-83 from Fayette St. to Preston St. into an at-grade Boulevard in an effort to connect Downtown to East Baltimore and spur more redevelopment. It seems that Baltimore wants to reduce its Freeways rather than add to them.

That's about it for the I-95 connections. This will be a three part series due to the wealth of abandoned Freeway ideas the Baltimore area has. Stay tuned.

Wednesday, August 27, 2014

A More Walkable College Town

In addition to being a City of 622,000 Residents, Baltimore is also what I call a College Town. Granted a College or University isn't all Baltimore has to offer like a traditional College Town ie Salsbury, Frostburg, etc. However Baltimore is home to numerous Colleges and Universities and that particular attribute of the City is not lost on me. Therefore, I have decided to end my series on walkability by purposing a new line on the Charm City Circulator that connects a good number of the City Colleges and plenty of other landmarks along the way not only to each other, but to Downtown, other circulator lines, as well as both the Light Rail and Metro and eventually the Red Line, Yellow Line, and Charles St. Trolley once they're built. So without further ado, I give you a more walkable College Town.
As I have done in previous posts regarding additional Charm City Circulator Lines, I have started their route Downtown. This time the "College Route" as I have named it, will start at Paca St. and Lombard St. Here it will connect to the Orange Line of the Circulator which runs from Hollins Market to Inner Harbor East. Paca and Lombard  is also the stop to be used for University of Maryland Baltimore, University of Maryland Medical Center, Camden Yards, M&T Bank Stadium, and the Horseshoe Casino. 
Traveling up Paca St. the Circulator will then stop at Lexington Market which is set to receive Millions in renovation dollars. This stop will also be a quick walk to both the Metro and the Light Rail. Heading up Paca St. the line will stop at St. Mary's Park in Baltimore's Historic Seton Hill Neighborhood. Rather than continue to where Paca St. becomes McColloh St., it will turn up Madison St. and make a left on Howard St. for a stop at Univeristy of Maryland Midtown Medical Center (nee Maryland General Hospital.) When the Circulator is following Howard St. it will use the same stops that the Light Rail has (Cultural Center and Mount Royal) for easy transfers.
At Mount Royal Avenue the line will turn left for a stop at East Bolton Hill/MICA. Since Mount Royal Avenue stops at North Avenue, it will turn left and follow North Avenue until it stops at Eutaw Place for a North Bolton Hill/ Reservoir Hill Stop. It will continue northbound up Eutaw Place for Reservoir Hill which is quickly becoming Baltimore's next up and comer. Like I have said in the past, a component of walkability is how welcoming your environment is. With a stop along this new Charm City Circulator Line, I think this will improve Reservoir Hill's walkability not only by offering connectibility but I believe it will lead to further enhancements that will continue to improve the welcoming environment that is Reservoir Hill.
Eutaw Place ends at Druid Park Lake Drive at which point there will be a stop for Druid Hill Park. This will also serve the northern portion of Reservoir Hill. The circualtor will then cross over the JFX where Druid Park Lake Drive becomes W. 28th St. in the heart of Remington. Remington, like Reservoir Hill, is an up & comer and is experiencing a rebirth with several promising development plans in the pipeline. It is here that I ask the Hampden-Woodberry Shuttle Bug to extend itself to connect to the College Route of the Charm City Circulator by including a new stop at 28th and Sisson St. 
Once in Remington, the line will follow Sisson St and will then make a right at Wyman Park Drive. Here it will follow Wyman Park Drive to Johns Hopkins University. The line will then follow Art Museum Drive until it empties out onto Charles St. where at 32nd St. it will have a Charles Village Stop. This could be a future transfer point for the Charles St. Trolley when it funded and built. Once on 32nd St. the line will pick up St. Paul St.
It will follow St. Paul St. for a few blocks and then will turn back onto 29th St. It will follow 29th St. until it picks up Maryland Avenue. It will then follow Maryland Avenue through the Old Goucher, Charles North, and Station North Neighborhoods stopping at all Neighborhoods as well as Penn Station. 
It will continue to follow Maryland Avenue where it will have a University of Baltimore Stop (different from University of Maryland Baltimore) whose stop will also include the Lyric Opera House and the Fitzgerald Apartments. The line will follow Maryland Avenue until it blends with Cathedral St. for a stop at the Washington Monument in the heart of Mount Vernon also serving the Walters Art Museum. Continuing down Cathedral St. there will be stops at the derelict Lexington Mall which would also serve Charles Center and the ill-fated Super-block.  
 
Finally the line will follow Liberty St. with a stop at First Mariner Arena before turning onto Lombard St. The First Mariner Arena is just one block from the Charles Center Metro Station. The line will follow Lombard St. until its terminus at Paca St.
As my series on walkability comes to a close, I would like to remind you that I've only scratched the surface on walkability. There are several more areas throughout the City where walkability can be improved upon. However, given how long that would take I decided on targeting areas that would benefit from the action plans that I have proposed.

Sunday, August 17, 2014

A More Walkable Southeast Baltimore

As I continue my series on walkability in Baltimore, my focus turn to southeast Baltimore. No I'm not talking about the already walkable Neighborhoods of Inner Harbor East, Fells Point, and Little Italy. I'm, talking about Neighborhoods further into southeast Baltimore such as Canton, Highlandtown, Greektown, O'Donnell Heights, Brewers Hill and Patterson Park. Sure these Neighborhoods have sidewalks but walkability isn't all about sidewalks. How accessible is it to transit lines be they the Charm City Calculator or Rail Transit? This is what I will address in part of my walkability series.
No discussion on Southeast Baltimore can be complete without the Red Line. Indeed, the Red Line will increase walkability in Southeast Baltimore as well as every other part of the City and County it reaches. I don't however think that its current alignment through Southeast Baltimore is best for the Community at large. First of all, the fact that it's surface level along Boston St. will create more traffic and therefore decrease effective walkability for the area is a problem. It should also be noted that Boston St. is not nearly as high density as other parts of Southeast Baltimore. While retaining the same amount of riders in Fells Point and Canton, the Red Line will be able to gain riders in Uppers Fells Point, Highlandtown, and Patterson Park all of which are higher density than Boston St. by simply relocating the Red Line in Southeast Baltimore to Eastern Avenue. This will be tunneled of course. 
With or without the Red Line, Southeast Baltimore needs representation on the Charm City Circulator. The Charm City Circulator is a free series of buses that connects to Baltimore's showcases, attractions, and institutions. The lines circulate from Downtown and branch out into Neighborhoods such as Fells Point, Locust Point, South Baltimore, Federal Hill, Mount Vernon, Station North, Little Italy, Inner Harbor East, Johns Hopkins Hospital, and University of Maryland Biotech Park among others.
Southeast Baltimore is undergoing something of a building boom. Canton Crossing has given Baltimore its first true Big Box Shopping Center with suburban style tenants. Brewers Hill is also seeing hundreds of new Apartments going up where vacant and blighted industrial buildings once stood. Greektown is seeing town homes going up where its vacant and industrial buildings once stood. O'Donnell Heights has been torn down and is seeing redevelopment as a mixed income Community. Highlandtown, although there's not much in the way of new construction is being rediscovered after decades of disinvestment and population loss.
The only way to increase walkability at this stage in the game for Southeast Baltimore would be a new line on the Charm City Circulator. This new route named the "Silver Line" would at first overlap other lines mainly so that riders may transfer. It would start at Howard and Pratt St. for a connection to the Light Rail, and just like the Orange and Green Lines would head down into Southeast Baltimore via President St. While the Orange Line stops short at Fells Point and the Green Lines turns north to Johns Hopkins Hospital, the Silver Line would continue Southeast to Boston St. in the heart of Canton.
Once in Canton, the Silver Line will follow Boston St. with stops at predictable places such as the Safeway, Canton Crossing, and the Canton Waterfront Park. Crossing into Brewers Hill, the Silver Line will continue along Boston St. picking up Residents in all of the new Apartments from the building boom(pictured above). Continuing still down Boston St. past the Baltimore Travel Plaza (of which  there will be a stop) the Silver Line will reach its eastern "terminus" at Gusryan St. A future stop at the proposed Amazon Distribution Center can be master planned in as well.
Gusryan St. runs through O'Donnell Heights(pictured above), a public housing development currently being torn down and redeveloped as a mixed income Community. Surely a selling point to lure new Residents in and welcome old Residents back would be a stop on the Charm City Circulator's Silver Line. The Silver Line will then continue north before turning westerly onto Eastern Avenue.
Along Eastern Avenue will be a stop at Hopkins Bayview Medical Campus on its way to Greektown. Greektown, like Brewers Hill is also in the middle of a building boom. The Silver Line will turn down Oldham St. which ground zero for new construction in Greektown. Town Home Developments like O'Donnell Square and Athena Square (pictured above) where blighted industrial buildings once stood are selling like Hot Cakes. The Silver Line will then turn onto O'Donnell St. for a few blocks before turning up Haven St.
Once on Haven St. the Silver Line will make another left turn onto Eastern Avenue. It is here that the northern part of Canton will have access to the Silver Line as well as the Communities of Highlandtown and Patterson Park with such attractions as the Patterson Theater and the Southeastern Branch of the Enoch Pratt Free Library. West of Patterson Park the Silver Line will begin to overlap the Green and Orange Lines as it makes its way back Downtown. It will pick up Baltimore St. in Charles Center via President St. for a transfer to the Metro while ending its circulating route back at Howard St.
In all fairness Southeast Baltimore is quite walkable with its plethora of sidewalks and narrow street grid with a dense population. However there's always room for improvement such as a better aligned Red Line and its very own representation on the Charm City Circulator. Stay tuned for my final installment on my walkability series.

Thursday, August 14, 2014

New Posts Coming Soon

After a well deserved and restful two weeks of vacation, I'm now back home and ready to resume work on not just my series on the walkability of Baltimore but all the other ideas that have bubbling through my head that are still in the research phase. Stay tuned for the completion of the series I started and the transformation of other ideas into the posts you see on this blog.

Friday, July 25, 2014

A More Walkable Key Highway

 
Key Highway acts as a gateway to the South Baltimore Peninsula. Until recently, the South Baltimore Peninsula was home to heavy industry in addition to Row Homes. At the time Key Highway acted as the perfect gateway to South Baltimore with the Bethlehem Steel Shipyard in its forefront. Well times have changed and Key Highway and the South Baltimore Peninsula as a whole are much less industrial and much more Residential and Retail. One thing that goes hand in hand with that type of development is walkability. So without further ado, I give you a more walkable Key Highway.
The face of Key Highway has changed considerably over the past 20 years. After closing in 1984 the Bethlehem Steel shipyard lay vacant and rotting for several years before the construction of the Harborview Tower in 1993. This 29 story condo tower was the first of its kind and was way ahead of its time. The developers of Harborview knew what they were doing though. Throughout the 2000s, Harborview expanded with a low rise condo building and 88 very large town homes. Shortly following was the construction of the Ritz Carlton Residences although the economic downturn of 2008 stalled construction and prices dropped from seven figures to a mere six figures. Both Harborview and the Ritz Carlton Residences are gated Communities. 
Gated Communities don't exactly scream walkability and welcoming environment. Residents of a gated Community are less likely to walk places or use public transportation like the Charm City Circulator. It also sends a message for non Residents and that message is; Keep Out! Now I must give credit where credit is due, the Charm City Circulator has been great at transporting Residents in the area of Key Highway around the City and has brought many visitors as well to Key Highway (myself included.) Walkability cannot be achieved without something such as the Charm City Circulator and its connections to MTA Bus Lines, MARC, and Light Rail. This in a lot of ways makes Key Highway quite walkable. 
Like most areas of the City, Key Highway is in transition. There are still remnants of its industrial past and vacant lots that can be developed or redeveloped. In doing so, the walkability of Key Highway can be improved upon vastly. In keeping with my "give credit where credit is due" theme of this post, the City released a Master Plan for the Key Highway Waterfront addressing these issues. The plan talked about restricting building heights (no walls of high rises) and not blocking sight from Federal Hill.
Though there has been lots of development on Key Highway, there are still vacant lots. For instance, Harborview is far from complete. There are two parcels directly adjacent to the 29 story Harborview high rise. When the market turns around, construction will commence on the ultra upscale "Pinnacle at Harborview." Pinnacle is the scaled back version of what was to be two high rises both of which were to be 26 stories. Since this goes against the "the no wall of high rises" approach, Pinnacle was dropped down to 17 stories. There are no plans as to what the height of the third building will be. Pinnacle and most likely the third building on that lot will be gated which will only add to the lack of walkability that Key Highway has grown accustomed to. How about from here on out we shy away from Gated Communities on Key Highway?
With that in mind, lets take a walk down Key Highway to take a look at develop-able parcels. First there's Covington St. across from Harborview and Digital Harbor High School. There are plans to put a high rise on this very narrow piece of land. I do not support this and neither does the South Baltimore Community. What I do support is 3-4 story mixed use buildings that look like Federal Place Town Homes right behind them. The only difference is, these will have ground floor Retail that faces Key Highway. In that same area are two pieces of triangular land both with blighted uses that could be suited for 6 Story Apartment Buildings with ground floor Retail.
Between Harborview and Little Havana (which is under going a large renovation) is a parking lot that is part of the Harvorview Property waited to be developed. That could make a 7-9 story building with ground floor Retail along with half of the empty warehouse next to it. The remaining half of the empty warehouse could be demolished to give a better view of the water to Clement St and Webster St. Residents. Webster St. and Clement St for that matter could both made into a walkways to the pier. 
On the other side of Webster St., there's a narrow piece of property that would make for a good 12 story high rise. A building this tall would only work here because there it wouldn't obstruct the view of the water from other buildings. In order to ensure walkability on Key Highway, the Fire Department Repair Shop next to Museum of Industry would have to be demolished. In its place, another building with Apartments and Condos but it would only be 6-8 stories. There's a 9 story building going up at the former General Electric sight so making this building taller than 9 stories would obstruct the view. Both of these buildings will have ground floor Retail.
As for Key Highway itself. the road is due for a makeover. This includes fresh asphalt pavement, red brick crosswalks, more stylish street lights, pedestrian signals where there are none and to replace the aging median strip with fresh red bricks and new plantings. This doesn't make Key Highway anymore walkable per-se but it creates a more welcoming environment than what it is there now and how welcoming the environment is translates into how walkable the Community is. Stay tuned for my next article in the series.