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Car Free in Hampden

As if you needed one more picture of that thing they do on 34th st.

So I moved to Hampden last month. After living in Canton for 4 years, it’s a sea change. Instead of drinking at sports bars talking football, I’m drinking with hipsters talking Beach House records. Soon I’ll be wearing tapered jeans and rolling my eyes at the band you like because they’re just too popular.

I was a bit concerned about being car free in Hampden before I moved. Hemmed in by parks on either side and a behemoth elevated highway to the west, the choice of bike routes into the neighborhood range from OK to less-than-great. Sisson St. is crazy fast.  Wyman Park Dr. is alright, but a dedicated off-street bike path would help.  Remington Ave. is good until you get to Howard. If you’re going across town, 28th and 29th streets, which could of been direct routes into Hampden from downtown, are pretty much unbikable due to fast one way traffic.

I haven’t used MTA since moving up here, but I know the Hampden shuttle and the #27 are pretty much it. Just looking at MTA’s maps gives me a headache, so I’m not going into the intricacies of bus access in Hampden here.

A few initial observations:

  • Hills. It seems I’m going uphill everywhere I go. This isn’t logical. I became spoiled living near the waterfront. Now I have to work for my commute. It’s alright though since biking the extra uphill miles will help maintain my Greek god-like physique.
  • Housing variety. Instead of monotone blocks of rowhomes like in Canton, there’s an interesting variety of housing here. Check out Hickory Ave. Reminds me of my former stomping grounds in Asheville, NC.
  • Bright lights. Stumbling out of Golden West at 1am is a glorious experience. The Avenue is lit up like the sun.  We need this kind of pedestrian lighting on more city streets.
  • The inverse of the above point.  Sometimes I bike Charles St./St. Paul St. on my commute. Long stretches of these streets are almost pitch black at night, especially between 20th and 25th streets. You may not notice this if you’re in a car, but it hits you on a bike.
  • Street life. Not just on The Avenue, but throughout the neighborhood.  It seems more people hang out outside of their homes here. Jane Jacobs would be proud.
  • Shoutout to Sixteen Tons on the Avenue, one of the best men’s clothing stores I’ve found in the city. Timeless styles and contemporary stuff. I walk out of there like Brando.

In other news, we’re taking it to the next level and will be starting monthly meet ups to discuss bike/transit/car free issues in Baltimore. Specifics will be announced on our new Facebook page, so “like” us. Or don’t, but don’t say we didn’t tell ya.

Friday Reading

The Tissue of Straight Lines: a meditation on NYC’s grid street network from Kneeling Bus, one of the few blogs I read which leaves me saying, “I wish this guy wrote more articles.”

The grid that originated in 1811 will never be finished as long as it remains in place, because it will never stop challenging its inhabitants to infuse its neutral, rectangular blocks with the vibrant content of humanity and culture.

Designs For Working: Malcolm Gladwell on Jane Jacobs and how her ideas have been co-opted by corporations looking for collaborative, social working environments. See: Zappos’ plan for Las Vegas.

 

Sparely populated suburbs may look appealing, she said, but without an active sidewalk life, without the frequent, serendipitous interactions of many different people, “there is no public acquaintanceship, no foundation of public trust, no cross-connections with the necessary people–and no practice or ease in applying the most ordinary techniques of city public life at lowly levels.”

“The Solomon Curve, developed in 1964, states that those driving slowest will be at the greatest risk of crashing. This outdated model, which ignores pedestrian safety entirely, still guides traffic engineering toward higher speeds.” StreetsBlog

This has been going around like wild fire. The 85th Percentile Rule in Traffic Engineering from Copenhagenize: an outdated way of setting traffic speeds which ignores neighborhood context, pedestrians and cyclists. This model is still being used in almost every city in the world.

Imagine a street where the average speed is 50 km/h. If the speed limit is reduced by 5 km/h then, according to this archaic model, the drivers are allegedly exposed to a higher risk. What is most shocking is that this entire concept completely ignores pedestrians and cyclists. Another horrific conclusion from this graph is that when you increase the speed limit, the crash risk is alleged to be less than for slow speeds.

The Institute of Traffic Engineers wrote: “The 85th Percentile is how drivers vote with their feet”. They forgot to mention that, when it comes to establishing speed limits in cities, pedestrians and cyclists are excluded from this election. They don’t even get the chance to go to the polls.

All this right now in 2012. In your street. With your tax money.

And finally, the benefits of preserving local manufacturing districts. Proximity is Creativity: Unlocking the Value of the Garment District from Urban Omnibus. There are some things China just can’t do.

Let’s say it’s your last year at school, and you have a set of starter designs that are very marketable. What happens next? You need to get someone to make your production patterns; you need to able to source fabrics; you need to be able to sell, to have access to the stores. So let’s say you come up with a 20-piece order. You can go out into the Garment District, find a cutting room or a sewing room, and have your 20 pieces produced and shipped to a store. You can’t get only 20 pieces made in China, not today, not ever. That is what validates what goes on in the District today: the capacity to produce short runs, samples made with a quick turnaround time.

 

Peak Car Use and Burgeoning Cycling Volumes in Baltimore

Ever get the feeling that people aren’t driving as much as they used to? CEOs for Cities compiled national Vehicle Miles Traveled (VMT) data which shows the usual post-recession “bounce back”  is not happening this time. You can see their graphs here. With a struggling middle class which was hit especially hard during the last recession, fewer people can afford to keep paying for gas, insurance and repairs on a depreciating asset. Even if you’re living in a place which requires a car, maybe you’re driving less and making shorter trips to cut costs. It makes sense.

Driving is falling out of fashion (click to enlarge).

On a local note, State Highway data shows flat and gradually declining VMT levels in Baltimore City, depending on what types of roads you look at. According to SHA’s data, on average, Citywide VMT has grown 0.08% annually over the past 15 years and is up a total of 1.09% during that time. Non-Freeway VMT (which makes up about 95% of our street network) has gone down an average of 0.47% annually over the past 15 years and is down a total of 6.5% during that time. Assumed VMT growth rates used in traffic models is usually 1%-2% annually, but according to SHA’s data, this assumption wildly over estimates future volumes.

The State Highway data may not be completely accurate, but their numbers are showing volumes in the City to be consistently flat or declining, especially on neighborhood streets. This clearly isn’t representative of all communities or intersections within the City, but it may be representative of VMT citywide.

 

On the other hand, from all measures bike ridership is growing dramatically. Bike counts at Guilford & Mt. Royal and Aliceanna & Broadway show ridership up 100% and 60% since Spring ’09 and Fall ’10 respectively. Bike to Work Day registrations are up 347% over the past five years, and Census data shows bike commuting in Baltimore up 228% from 1990 to 2011, and up 104% from 2005 to 2011. The absolute numbers are still relatively small, but the increases have been dramatic and consistent.

So, if someone is looking for empirical reasons to invest in more biking infrastructure, complete street alternatives, and transit, there you have it.

Sex & Sustainability

An essay by Kasey Klimes, urban data specialist at Gehl Architects and founder of Secret Republic.

 

A few years ago I had the pleasure of attending a lecture by legendary designer Bruce Mau. I’ll spare the accolades – the long story short is that Mau has been a transformative voice for sustainability within the design community and beyond. Of all the ideas and thoughts presented that evening, one in particular stood out to me.

He spoke with certainty: We need to stop telling people no. Rather than telling people to stop doing something, be it driving their cars or throwing away mountains of trash, we need to give them an alternative. In order to succeed, that alternative must be beautiful - it must be sexy.

Which brings us to a fascinating point: sex sells, and sustainability is no exception. We live in a world where ideas are bought and sold. We did not become an automobile dependent society because it was a natural progression of technology – we became an automobile dependent society because it was sold to us en masse. It was (mostly) convenient, safe (or so we were told), freeing (depending on your definition), but most of all it was sexy. It doesn’t take a social scientist studying car commercials or GM’s World Fair exhibit or the rise of cars as status symbols to prove this point.

The average citizen might have some level of concern over their carbon footprint, but it is rarely enough to change their habits. One doesn’t see the emissions they create when they use their car, and the thought is easily tossed aside in the rush of daily living. Even sheer economics often have little impact on our behavior – leaving lights on costs money, eating unhealthy foods undoubtedly raises our health care costs, and the average American now spends just as much per annum on car ownership as they do their home. Make it sexy, and Americans will buy.

This is natural behavior, but environmentalists, urbanists, and most factions of the sustainability movement have mostly ignored it until recently. It is why I consider things like the bicycle pictured below to be victories for sustainability.

This is just a bicycle. A beautiful, well designed, sexy-as-all-hell bicycle. Some might write this off as subcultural fetishism – the type of thing bought by those looking to see and be seen. To this I say: good! That is exactly what we need.

What if we could turn the bicycle into a status symbol?

Perhaps this rubs some the wrong way – shouldn’t we be fighting against the societal fragmentation caused by capitalism? Isn’t this endeavor simply fueling the social stratification we work so hard against otherwise? It is this criss-crossing of ethics that often stalls our movement. To believe we can create a mainstream shift in culture towards sustainability without actively selling it to the public is romantic at best. At worst it is hopelessly naive and downright lethal to our bottom line. We are naturally attracted to what is beautiful. For too long we have framed sustainability in a negative light, that it is a matter of sacrifice. It hasn’t worked. It is time to rethink the way we approach the public. It is time to design and produce sustainable alternatives that grow ubiquitous regardless of their environmental merits.

To borrow the words of Mau, “Compete with beauty and make smart things sexy.”

Why I Don’t Take The Bus in Baltimore

Sometimes it's more trouble than it's worth.

I’ll be moving soon. Since my apartment search spans the far reaches of the city, and because my bike has been having troubles lately, sometimes I take the bus. Though I’m no novice to the buses, riding them in Baltimore reminds me why I don’t ride them in Baltimore.

My favorite thing about the bus is the actual trip, provided the climate control system works. The experience of public transit is truly a stage of serendipity and human drama. For better or worse, getting on a bus in Baltimore will provide you with at least several interesting stories to tell your friends at your next noodle salad dinner party.

My least favorite thing about our bus system is actually trying to get on one. The problems? Where to begin.

  • The maps suck.  Yes, I know MTA recently revised their maps, but they’re still cluttered. If you don’t know the system well, you’ll spend at least a couple of minutes sifting through the cacophony of tangled routes overlapping on each other. Maybe I’m just impatient or illiterate, but information needs to be more intuitive.  Maybe have a separate map for all routes with 15 minute headways or less and featuring major trip attractors and tourist sites.  Not all routes are equally important. This needs to be reflected on MTA maps.
  • Lack of information. While waiting for the bus on 30th and St. Paul, there’s a bus shelter, a bus route map, but no route timetable. Not having real time arrival information is frustrating enough, but not even having a table of expected arrival times is infuriating. Even the small pole signs which only feature the route numbers could be redesigned to include expected headway times or other useful route information.
  • Routes.  I still don’t understand the logic of the meandering routes. 30 years ago Portland did a ground up overhaul of their entire bus system to reflect the way people actually commute. Their bus system also compliments and supports their fixed rail network.
  • Arrival information. I mentioned this before and I’m mentioning it again because it’s that important. This applies to bus stops, light rail and the metro. If there’s one thing MTA can do to encourage choice riders and mode shifts away from automobiles, it’s putting a little LED display on every single stop letting riders know how long they’ll be waiting. We have the technology. We have put men on the moon. I’m just asking for a clock.  As Rory Sutherland says, “Waiting seven minutes for a train with a countdown clock is less frustrating and irritating than waiting four minutes, knuckle-biting, going ‘When’s this train going to arrive?”
  • The number of stops. OK, this is a complaint with the actual ride, but stopping at every other block is also crazy time consuming, especially in deserted areas which I know are not major trip generators. TriMet in Portland has a very good bus stop guideline manual that I urge someone at MTA to read.

So, I reference Portland and DC a lot, but they’re good models for effective transit. Some of the powers that be in Baltimore may say, “Why do I care what other cities are doing?” You need to care because other cities are doing things better than we are, and if we don’t learn from them, we’ll fall further behind. Just like the #10 on my way back home.

Update: Thanks to Phil LaCombe for reminding us about MTA’s planned real time bus information system, which is mentioned in this interview with current MTA administrator Ralign Wells.

Amplifying and Redefining North Ave. into a Complete Street

One possible design to make North Ave. more community friendly

I’ve been spending a lot of time on North Ave. lately.  Even without mentioning the Station North Arts District, there’s tons of history, great overlooked architecture and quirky things on the corridor which make this part of the city an overlooked gem. I believe I once said North Ave. is Baltimore’s most important street, and I still stand by that statement. The number of community assets either on or near the street is amazing.

But there are problems. Aside from the high vacancy rates, boarded up row homes and the like, the street acts like a highway and a divider when it should act as a connector and community asset. And with so many good things happening in the communities adjacent to North Ave., there is untapped potential to support the hard work community groups are doing by enlivening the street with better multi-modal access, public plazas, and neighborhood-friendly traffic speeds.

For fun I drafted a complete streets concept in Microstation which addresses several major issues on North Ave. between Greenmount and Howard Streets (and including the bridge to UB/MICA territory). While there is potential to apply these design components corridor wide, there seems to be the most neighborhood redevelopment momentum on this segment. What amazed me is how much right of way there is on North Ave. and how much of this space is underutilized. I was also pretty cost conscious in my design and tried to avoid moving sidewalk curb lines except where absolutely necessary.  Let me break it down (you can download a 2 page PDF of the concept here):

  • Firstly, the design is a partial road diet.  No city street needs 6 lanes of through traffic.  4 lanes and dedicated left turn bays are more than sufficient to accommodate traffic volumes which have been flat or declining over the past 10 years throughout the corridor.
  • Sharrows are truly the table scraps of bicycle infrastructure. Bike lanes are a bit better, but to get early adopters and novice cyclists on North Ave., a buffered bike lane increases the perception of safety for new riders.  Having a 3′ buffer between the bike lane and traffic lane may be the difference between “No way am I going out there” and “OK, I’ll try it just once”.
  • Parking. Full time on street parking is truly underrated as a traffic calming and economic development tool.
  • Wider, programmable medians. Even with buffered bike lanes and full time parking, I was able to expand a few medians with the potential to make them true public plazas. Farmers markets, art exhibits, hoola hoop tournaments, live stock shows, etc. The sky is the limit.
  • The viaduct. Have you ever tried walking or biking from Station North to MICA via North Ave.? It’s not pretty. Taking the bridge down to 4 lanes while adding buffered bike lanes will calm traffic and also make the bridge more pedestrian friendly.
  • The intersection of Howard St. and North Ave. Crazy highway-like turning radius lets traffic fly around this corner. I would think Joe Squared would want a more pedestrian friendly intersection with more patio space. I squared off this corner, expanded the sidewalk and reduced the north-south pedestrian crossing distance.

There are things I left out which are implied. More pedestrian lighting, rebuilt sidewalks, excellent way finding, community kiosks and historical markers which explain the history of the street. A place like North Ave. needs a bold statement to let people know things are happening. More complete, community-focused streets can be the catalyst which expands redevelopment momentum across the entire city.

New Queens Public Plaza Full of People and Life

The area previously had no public seating whatsoever, which is astonishing considering the dozens of restaurants nearby. Now it is a magnet for people, especially kids, who give the place a vibe that feels different than most other pedestrian plazas. To watch parents sit calmly while their kids play would have been unheard of before the street was reclaimed from traffic and parking.

Also, Human Transit on Portland’s 1982 bus system reforms, which created an intuitive, efficient grid routing system out of a radial mess.

Articles That Stuck

I probably already linked to these articles on Twitter, but if you don’t follow that stuff, this is new to you.  These are the ones that stuck with me:

City Journal: The Barbarians at the Gates of Paris , 2002:

But there is another growing, and much less reassuring, side to France. I go to Paris about four times a year and thus have a sense of the evolving preoccupations of the French middle classes. A few years ago it was schools: the much vaunted French educational system was falling apart; illiteracy was rising; children were leaving school as ignorant as they entered, and much worse-behaved. For the last couple of years, though, it has been crime: l’insécurité, les violences urbaines, les incivilités. Everyone has a tale to tell, and no dinner party is complete without a horrifying story. Every crime, one senses, means a vote for Le Pen or whoever replaces him.

N+1: Raise the Crime Rate, 2012

From 1980 to 2007, the number of prisoners held in the United States quadrupled to 2.3 million, with an additional 5 million on probation or parole. What Ayn Rand once called the “freest, noblest country in the history of the world” is now the most incarcerated, and the second-most incarcerated country in history, just barely edged out by Stalin’s Soviet Union. We’re used to hearing about the widening chasm between the haves and have-nots; we’re less accustomed to contemplating a more fundamental gap: the abyss that separates the fortunate majority, who control their own bodies, from the luckless minority, whose bodies are controlled, and defiled, by the state.

NYTimes: A Payoff Out of Poverty, 2008

The elegant idea behind the program — give the poor money that will allow them to be less poor today, but condition it on behaviors that will give their children a better start in life — is called conditional cash transfers, and the World Bank and Inter-American Development Bank promote it heavily. At least 30 countries have now adopted Oportunidades, most of them in Latin America, but not all: countries now using or experimenting with some form of conditional payments include Turkey, Cambodia and Bangladesh. Last year, officials from Indonesia, South Africa, Ethiopia and China contacted or visited Mexico to investigate.

Slate: The Crisis in American Walking. How we got off the pedestrian path., 2012

Despite these upsides, in an America enraptured by the cultural prosthesis that is the automobile, walking has become a lost mode, perceived as not a legitimate way to travel but a necessary adjunct to one’s car journey, a hobby, or something that people without cars—those pitiable “vulnerable road users,” as they are called with charitable condescension—do. To decry these facts—to examine, as I will in this series, how Americans might start walking more again— may seem like a hopelessly retrograde, romantic exercise: nostalgia for Thoreau’s woodland ambles. But the need is urgent. The decline of walking has become a full-blown public health nightmare.

Co.Design: Can You Get People To Walk More, Simply With Smart Signage?, 2012

The larger goal of this project is to create healthy places for people–socially, economically, and environmentally,” he says. So how does it work? Walk [Your City] is an open-source platform where people can create their own “guerilla wayfinding” signs that state the time it takes to wander from any given point A to point B. The locations on the original Walk Raleigh were “deliberate,” Tomasulo says. “We wanted to reach different demographics–downtown business people, university students, and people going to the grocery store–with a collection of recognizable places and cultural assets that are perceived to be much further away from each other than they really are.

Street Style #1

Street style by The Sartorialist.

Guaranteed Parking, Guaranteed Driving

Also, a Transportation Alternatives study compares travel habits of two NYC neighborhoods. It finds off-street parking availability dramatically increases auto mode share even when all other neighborhood variables would indicate higher transit use. (Link to PDF here)

Indicators such as income, car ownership, density, government employment, and the difference between drive and transit times to the central business district (CBD) predict a higher share of auto commuting by Park Slope residents. Yet Jackson Heights residents are 45% more likely to drive to work in the Manhattan CBD and 28% more likely to commute by car in general.