Tuesday, October 18, 2016

Lexington Market - What's Next?

The Morgan architecture student  Fereshreh Oreizi-Esfahani, hailing from Lebanon, traveled with the help of an AIA travel grant to study Parisian Public Markets. Her presentation reminded me of how simple the concept of the public market really is.
Fresh food at Lexington Market
Those consultants that the city had hired to figure out what to do with the Lexington Market had found too much wrong with it. The lighting, the mechanical systems, the basement, the storage, $26.7 million worth of reconstruction. I can't remember it all, as if the market should be reincarnated as an Apple store.

True, the Lexington Market today is a complicated affair, there is a West and an East Market, an Arcade and almost 2,000 parking spaces, most of them in a giant garage. 65,000 squarefeet are lease space in almost 180,000 of gross building area, huge, if one considers that a modern Wegman's supermarket is around 100,000sf gross area. Simplifying the array is probably a good idea.

Those three Parisien markets sound so interesting with their French names: Marché des Enfants Rouges, Marché D'Aligre and Marché Les Olympides. The three markets all sit in different socioeconomic settings, The one among the modern highrises in the vicinity of the Place D'Italy was the most structured and the least pleasing.  It turned out that the most successful market was the one that was surrounded by other retail and positioned in a fine-grained historic setting. Since the French do the same thing at the market as Americans, even if their attitude about food may be more refined, the student's lesson can be applied to Lexington Market as well: The fact that so little viable and related retail exists around it is a problem and so are large-scale parking garages with the their deadening effect on the Paca Street side of the Market.
Marché des Enfant Rouge, Paris

In spite of big pronouncements made earlier, the City must have second thoughts on Lexington Market. Or maybe it is just the money, or maybe the impending change in administration. But the Market so far remains as before, no jackhammers yet. There are still empty stalls but otherwise healthy crowds jamming the aisles at lunchtime.

Strong indoor-outdoor relations: Marché D'Aligre, Paris
Robert Thomas, a MIT architect and in charge of all Baltimore public markets,  says that his team is developing their "first phase plan to transform in place, because many people do like the market as it is". Good idea. "Outreach is supposed to be tweaked", he says. Well, fine, but the market needs to speak for itself.

That gets me back to the French markets. The best way a public market becomes attractive is when it sells good stuff and sits in the right setting. Ambiance, lighting and all that is secondary, even an architect has to admit. First a market is a market and only second a piece of architecture. Of course, some markets are great pieces of architecture, but the Lexington market isn't one of those and it would be a miracle if it ever would become one. Its just not in its DNA. Urban design is another matter. The market should be accessible on all four sides, like its sister markets in the neighborhoods, but with the monster garage on its side, this is near impossible.
Many don't like to go to the Lexington Market because of
the uninviting stretches that surround it. Police has cordoned off curbside
parking to better control drug activity
The goals the market touts on its website are good: maintaining affordability, more food-choices, an outdoor presence on that surface parking lot to the south, not closing during renovation, all good principles.

It looks like Mayor Rawlings Blake wants to assert her legacy in an upcoming announcement about the City public markets. Beyond that, the more the surrounding area will be revived with a lively local retail and restaurant scene, the better Lexington Market will be as well.  AIA's student travel grant told us so. A fully renovated set of storefronts and buildings just south of the market on Eutaw Street may be a good omen.

Klaus Philipsen, FAIA

Lexington Market website
Request for Proposals
City Paper about Lexington Market

Related on my blog Community Architect: The Future of Public Markets
The Lexington Market Arcade, the huge parking garage looming in the back,
surface parking in the front

This is Paris, too: Marché des Olympides, uninviting public spaces surrounding it.

Monday, October 17, 2016

John Paterakis, baker, mogul, magnate

Following the Latin admonition to write nothing about the deceased except it is good (de mortuis nihil nisi bene), John Paterakis Senior, a big player in Baltimore's recent history will probably ascend into the Olymp of Baltimore's great in the obituaries of local papers following his recent death. Baltimore Magazine had already called him a Zeus in 2013.
Paterakis. Baltimore Magazine
Photo: Christopher Myers.

I have never met him face to face and can't attest to his personality. I watched from the sidelines how he operated and what he achieved.

His work ethic and his approach of embracing innovation by being in front of trends instead of being crushed by them requires admiration. Even if one deplores the deterioration of bread from the artisan baker to the bread factory, a trend that only recently seems to revert back towards artisan bread. His ability to build the largest  private bakery in the US is admirable, and so is his ability to conquer McDonalds to use his buns for 40% of all buns they use, or as I have heard it said, "all buns east of the Mississippi". I never eat anything from McDonald's but still, this is impressive. When I came to Baltimore and missed my European bread, driving through Fells Point to my job site on Boston Street  I smelled Paterakis' bread, found his outlet bakery and thought I would enter heaven. But I found only found the standard rolls and breads that were as soft and soggy as what I had seen in the supermarkets, just fresher. I did not return but go to the Italian competition of DiPasquale's in Highlandtown if I want real European tasting baguette.

Paterakis advanced from baker to developer late in his life and not without reluctance. That was when the SUN paper began calling him "mogul". The stories vary a bit, but it was essentially Mayor Schaefer who prodded Paterakis to be more than a baker. Schaefer wanted to see higher and better use of Baltimore's waterfront and had already convinced lumberyard king Lou Grasmick and trucking owner Ed Hale to move their industries out of the way of what was later called the "gold coast". But one can't give Schaefer all the credit. Then Planning Director Larry Reich and his team of able people including Alden Christie preceded Mayor Schaefer by six years. Marty Millspaugh and Al Copp of the Charles Center and Inner Harbor Development Corporations were the real urban visionaries of a thriving waterfront from the Inner Harbor to Canton. Somewhere in the archives of the Planning Department must be a colorful rendering depicting the entire "Gold Coast".
Paterakis at Inner Harbor East (Photo: Baltimore SUN)

Back to Paterakis: The man with the golden rolls had loaned Michael Silver money for buying and developing land that had been held vacant for the grandiose expressway plans that saw I-83 connect with I-95 via gigantic bridges over the Inner Harbor, plans that were ultimately defeated. A new and much more sensible vision could take place, a vision that Mayor McKeldin and D'Alesandro had begun, but that Schaefer pushed with more gusto than anybody. So when Silver wanted to do a lame single story shopping center, Schaefer pushed for a bigger plan and convinced Paterakis to buy the land from Silver and develop it. Millspaugh and Copp meanwhile had brought in famed Battery Park planner and architect Stan Eckstut who developed a fine masterplan for what was then still called Inner Harbor East. The City built the streets, sidewalks and bulkheads and then the waiting for development began. It wasn't investors were stomping at the bid.

Marty Millspaugh: Eckstut masterplan
(photo: Klaus Philipsen)
One of the finest moments of Inner Harbor East came when Schaefer's successor, Mayor Kurt Schmoke and Paterakis landed a coup that reverberated around the country and was worth a national article by noted syndicated columnist Neil Peirce: Sylvan Learning Centers relocated from leafy suburban Howard County to Baltimore's Inner Harbor East: A pioneer and one of the first corporations to revert the decades old trend in the other direction. 

My involvement in the matter begins only when Paterakis and Mayor Kurt Schmoke followed Doug Becker's Sylvan coup with a second one they thought was even bolder: A 450 foot high hotel right at the water's edge that both somehow thought of as a convention center hotel, in spite of the significant distance to the actual convention center. I saw the problem as one of urban design: The tall hotel would not only exceed maximum height limits established in Eckstut's award winning plan, but was also positioned at the edge where Eckstut had envisioned low buildings to keep an open view. The AIA Urban Design Committee launched photo-montages showing the tall hotel across the water and my name was in the papers.


Sun article about hotel heights
I did not get summoned by John Paterakis himself but by Michael Beatty, then not yet his partner but already leading the development efforts. Beatty laid it out for me in no uncertain terms. One point Beatty emphasized, I recall especially well, the risk that Paterakis took with this hotel in a location where not much else was happening and for which Paterakis had not even secured a hotel brand yet. The hotel still being debated, was then already growing out of the ground, paid by Paterakis own dollars, no loan,  no investor and no hotel tenant. My urban design concern seemed small by comparison, I thought of my six kids and how I could hardly afford a playhouse for them, and felt insignificant, Beatty's point exactly.

In the end Paterakis lobbed a good bit of height off the top, got first Wyndham and then Marriott to sign on as the hotel brand. He never obtained a casino license for the location and it was never really a convention hotel. But Paterakis received a bunch of tax credits and payments in lieu of tax deals, instead, deals that just a few weeks ago still played a big role in the debate about Sagamore and Port Covington. Most importantly, though, Paterakis' gutsy move had broken the ice and investors began flooding into his development that is now fully built out. 
Masterplan and hotel plan: 150' versus 450'

When it came to the design of the Red Line, Paterakis moved back into focus, this time with vehement opposition to a planned underground Red Line station on the corner of the property that is currently going up as the new Whole Foods mixed-use building. The senior didn't want the station which would have needed a bit of his land to bring up escalators and elevators. All attempts to sway him through his friends failed and the MTA shied away from a face to face meeting and rather budged: Late in the game the fully designed station was moved a block west, costing the Red Line those precious six months that delayed construction begin just enough for Governor Hogan to be able to kill the whole project. 

Beatty and Paterakis meanwhile had parted ways with Beatty developing HarborPoint on his own. For HarborPoint and for Harbor East an underground train serving both directly would be a godsend

Paterakis' baking empire between historic Fells Point and Harbor East is still industrial and still active with trucks jockeying urban traffic night after night before they load up the buns to distribute them all over the Eastern US. Six children will guarantee that the name Paterakis will carry on, in baking and in development. 

Klaus Philipsen, FAIA
updated
When Inner Harbor East and Harborpoint were just empty brownfields

Harbor East on a recent night (Paterakis' hotel on the left)

 


Friday, October 14, 2016

Preservation is better than demolition

That Baltimore County is far behind the City on the insight that preservation of substantial old buildings is good business and ultimately adds more value to a community than new cosntrsuction becomes obvious in the recent debate about the future of the Catonsville Elementary School of 1910 on Frederick Road.

The County wants to raze the proud 57,700 sf structure in favor of a expeditious, dinky 13,000 sf run-of the mill standard rec center structure that would hardly be visible on Catonsville's Main Street.
A 2014 photo of the school from the Catonsville Times which wrote a
profile about me

The old ES became vacant in a game of musical chairs which in itself is the result of a previous fight about demolition, in which the old Bloomsbury Middle School, also located in Catonsville's village center, was saved from the wrecking ball in 1995. The elementary school recently moved into a yet again renovated Bloomsbury building where it could expand to accommodate 700 students but displaces community center functions.

The Frederick Road ES had been slightly over state capacity, with 458 students in a school with an maximum enrollment of 405. At Bloomsbury the will also have air-conditioning, something the old building lacked. Everybody knows by now, how AC has advanced to the highest educational level.

This leaves the question what to do with the old facility that now stands empty. The fact that the future use of vacated buildings isn't part of the plans for new ones has puzzled me for a long time, especially for public buildings, but State, Feds and locals are all equally guilty of not integrating use of abandoned facilities into their equations. A monstrous example of that is the move of Social Security West from downtown Baltimore to Reisterstown Road, a move that left 11 acres in downtown abandoned, and no plans for the 1.1 million square in place. (That facility was eventually auctioned off to Caves Valley developers, plans for future use are still being developed).

Proposed small community center (hatched area) set back from
Frederick Road (foreground)
To be fair, the County didn't jump straight to the conclusion that the school needs to be demolished but first stayed demolition for a year to give the Baltimore County Arts Guild, a chance to raise money for a smaller renovation suitable to use the building as a county arts center similar to the former Torpedo Factory in Alexandria. When those funds didn't materialize, the County asked the architects of Manns Woodward Studios of White Marsh, a firm on their on-call roster, to assess the cost of a renovation to Baltimore County standards. The architecture firm has extensive experience with public facility buildings and, according to their website has done some historic preservation work, but it appears to have no or little experience with adaptive reuse. They prepared a report that results in a $19 million cost for a full renovation, money the County doesn't have available for a building that is larger than the community center program the County has in mind. So the modular rec center was drawn up by another on-call consultant and an enlarged green space on the large set back sold as a "plaza" with the idea that it responds to Catonsville's open space needs. The initial concept plan presented to me in a recent meeting looks very unconvincing.

There are many reasons to keep the old structure:
  • Preservation of a piece of Catonsville culture where many residents went to school

  • Maintaining the by far largest historic building on Frederick Road

  • Saving the embedded energy of  a substantial structure exhibiting past craft

  • Over 50,000 squarefeet of use have a much bigger potential of positive economic activity and fiscal impact than 13,000. 

  • The existing building makes for a much better "main street" type streetscape

  • The existing building can accommodate many uses that would be good to have in Catonsville, including a county arts center. 

  • An open space bracketed by a substantial building makes for a much better public plaza
The biggest issue, though, is that most of the discussion about an arts center or demolition for a smaller recreation or community center have been held with small groups and behind closed doors leaving the larger community to just hearing things through the grape-vine. Catonsville resident Char Brooks will put an end to the secrecy with a public meeting she plans to hold on November 22 in the Catonsville Library. Councilman Tom Quirk also supports a robust public discussion and additional options.
The Catonsville ES from above (Frederick Road at top):
Some demolition in back is possible

County officials need to get beyond the two extreme choices of spending $19 million precious tax dollars or razing the school. Adaptive reuse can include a profitable private component that can bring the missing funds to the table in turn for a use that could generate taxes and actually generate income to the County.

Sometime in the 1990s the County has tried this option before, in York Road with a Coeckeysville school. Baltimore City has plenty of converted schools, artists in old warehouses and factories and new schools in old warehouses, all including private development money. The city has actually become a ntional model for creative adaptive reuse. It is time for the County to become a bit more imaginative than simply tearing down history.

Klaus Philipsen, FAIA

Baltimore SUN about the elementary school swap


Related article on this blog:

How this Catonsville Elementary School can be saved







Thursday, October 13, 2016

Sustainability Plan 2.0

As usual, Baltimore was not the first city to put a Sustainability Plan together, but when it did so in 2009 it did a fine job in establishing 7 categories, 29 goals and 131 strategies. The plan was good enough for an Office of Sustainability to be established inside the Department of Planning that grew from a staff of two to now 13 people and has prepared a number of action plans such as
The Office also pursues numerous plans to make schools greener, food healthier, the City more resilient, commute waste to wealth and create a green network through demolition of vacant buildings. The office has also trained over "200 energy captains".
Logo

The Office Sustainability is currently on a listening tour to find out how to update the Sustainability Plan. I recently participated in a session with Baltimore AIA's Committee on the Environment (COTE) at the office of Marks Thomas Architects. Odessa Neale, who is on contract for the engagement process, moderated a free wheeling discussion about sustainability and resilience.

Anne Draddy, the Sustainability Coordinator in the office explained that since 2009 "the plan has been turned on its side "and that the focus on the built environment has since shifted to the community. In light of the unrest and the disparities in Baltimore this is laudable and necessary. There can't be a truly sustainable community with health and income disparities as large as what we have in Baltimore. Yet, with the emphasis on the social column of sustainability (the other two are environmental and economical) comes the field for the second generation Sustainability Plan could become endless.

Participants in the COTE meeting (mostly architects) asked on what scale community should be addressed, they spoke about education and how little sustainability is on the everyday radar of people, about passive houses, about the difficulty of convincing clients to apply rules that are more stringent than the law requires.Someone suggested cooperatively owned sustainability assets in disadvantaged communities such as solar farms, urban food farms, or de-construction and recycling businesses. Someone mentioned transit as a matter of sustainability. (Transportation was already included in the 2009 Plan). Someone asked what success for this plan would look like. Anne Draddy responded that success will be defined after the engagement period.
Second solar trashwheel for Canton
(Image: Waterfront Partnership)

A public "townhall" meeting is planned for October 26.

The Office of Sustainability is overseen by a Sustainability Commission (Commissioner Fran Flanigan participated in the discussion) and headed by Beth Strommen as Director. It and has shown some of the best inter-agency collaboration I have seen in Baltimore connecting the agencies that would be involved in implementation of these various plans.

Great Kids Farm, for example, combines a sustainable farm with schools in which fresh produce is used for lunches and from where students get dispatched to get hands on training in the greenhouses and packing plant of the farm. An almost perfect virtuous cycle with various positive feedback loops in which students learn about the environment, become ambassadors of healthy food and consumers of healthier school cafeteria meals. After participating in a bus tour of Baltimore's urban farms I was enthusiastic and wrote an article about urban farming with this praise of Baltimore's efforts:
Great Kids Farm greenhouse (Photo: ArchPlan)
The commitment of city government was clearly on display when Holly Freishtat, Baltimore City Food Policy Director addressed a busload of conference participants from all over the country. The story she had to tell is a good one, it is so good, in fact, that even Associated Press, the US Conference of Mayors and others took notice of Baltimore as city on the forefront, a city that "get it" when it comes to food, health, schools and community development and the linkages between these topics. Topics that often lead a sad existence in the shadows of glamorous urban projects. 
Created as a non-profit and still largely funded by grants, the food section of the planning department can act nimbly by shifting from the useful heft of a city agency to the flexibility of a non-profit within the blink of an eye. Freishat doesn't operate in a silo, she collaborates with the departments of housing, the Baltimore City School System and even the Baltimore Development Corporation, who has assigned Michael Snidal, who is also on the bus, to deal specifically with food retail issues. The scientific database comes from no lesser a source than the local Johns Hopkins Bloomberg School of Public Health. In this collaborative effort called the Baltimore Food Policy Initiative, the city attacks the problems of lack of access to healthy food and bad eating habits on many fronts simultaneously:
It is important that  the few City agencies that work really well get a boost under the under the coming administration. How Baltimore addresses sustainability and resilience will define the future of this city in many ways.

Klaus Philipsen, FAIA

Wednesday, October 12, 2016

Late but real: Baltimore bike share

Bikeshare, a bike rental system that many cities across the United States and the world have successfuly employed for at least a decade, has always been right around the corner for Baltimore.
Left to right: Caitlin Doolin, Baltimore City bike and
pedestrian planner; Jay Decker, Baltimore City bike share
coordinator; Liz Cornish, Bikemore executive director. 

(photo:Ron Cassie)

Come 10/28 it should be real here as well: 150 bikes will be available at 20 initial stations. Once spring arrives and biking will be more popular, Baltimore's bikeshare company Bewegen (German for to move) will deploy phase two with another 30 stations and a then total fleet of nearly 500 bicycles, almost half of the electric!
The initial locations of Bike Share stations cover neighborhoods in Southwest, South, Southeast and Downtown Baltimore. Carroll Park, Druid Hill Park, and Patterson Park will all have also stations so that those who are new to biking or use biking for recreation will have access to stations in close proximity to trails. All bicycle riders have to be 18 years of age, though.
Station location was determined by weighing a variety of factors including:

  • Density: Bike share systems in many other cities have shown that stations that are only a five minute walk apart provide more convenient, reliable service and are used much more frequently than systems with more far-flung stations.
  • Logistics and Cost: Stations need a certain  amount of space and infrastructure, for example an electrical conduit for charging. Many of the Phase I stations are being sited at MTA Transit hubs to assist with first and last mile connectivity. MTA is the sponsor for those stations and assumes the cost. 
  • Equity: Bike share cannot solve Baltimore’s transportation inequities but equal access to the system is especially important in Baltimore which is seen by many as two cities in one, the "white L" and the "black butterfly". 
A Bewegen tester bike with electric boost
(photo: ArchPlan)
While the Baltimore system won't be compatible with the eight year Capital Bikeshare in DC (3,500 bicycles in DC, Alexandria, Arlington and Montgomery County) we will be the ones with the power assisted bicycles in the fleet.

A up to 45 minute trip on one of the rental bikes will be $2. Trips over 45-minutes will cost an additional $2 per half-hour. Monthly passes are $15, they include unlimited 45-minute rides.

There are some annual "Founder's Passes" left for $100. The city offered up 250 of these passes to riders who want to get in on the action early. The passes include unlimited 60-minute rides, a guaranteed $100 annual rate for life, invitation to the bike share launch party on Oct. 28, a free water bottle and a free Zipcar membership.
The Baltimore bikeshare bikes are still in a container
(photo: BBJ)

Bikeshare is considered an "entry drug" into bicycling: Those who don't own a bike or just want to try out how it feels to ride one can do so with a very small cost. In Baltimore and thanks to the electric booster bikes, using a bicycle now can become an option even for those who are afraid they may not make it up a hill. The integrated battery powered motors will kick in and make riding uphill or against the wind a piece of cake. Electric bikes have seen an increasing market share in Europe not only among the elderly but also among bike enthusiasts that use the electric power for a wider range or higher speed. Rental bikes are a great way to explore a city for the tourist that wants to see more than the water's edge at the Inner Harbor and it is also a good way to cover the so-called last mile at transit stations, i.e. a distance home or to work that is a bit more than one wants to walk.

Cities that have experience with a network of bikeshare stations report that the availability of bikshare did, indeed, increase bicycling in general. The new two-bike corridor on Maryland Avenue will be done just in time for taking the new bikes on a spin.

Klaus Philipsen, FAIA

BBJ article
Bikemore info about bikeshare
Bewegen bike station 

related article on this blog:
Will 2016 be the year of the bike?

Tuesday, October 11, 2016

Should Airbnb's pay hotel taxes?

Airbnb is a San Francisco based company that provides an application and software that matches beds with guests. Anybody with an extra room can play, just like anybody with a car and extra time can drive for Uber.
The sharing economy is probably best known for these two example which allow millions to hitch a ride on the quick or crash in a big city without looking at hotel room prices that look more like monthly apartment rents rates than nightly room rates. 
Add caption

The sharing economy also has allowed millions to become small time entrepreneurs making a few bucks on the side with otherwise unused room or car capacity. A home and a car are pretty much the biggest purchases in anybody's life; to utilize them more effectively has become a savior for the tight budget of many that have a hard time making ends meet, whether they are students, beginners in their professions with low starting salaries or retired with too little Social Security to get by.

The apps bring supply and demand together in a manner of previously unknown efficiency in which both sides get an impression of each other and the product making the whole transaction fairly safe and predictable. 

All that hasn't gone unnoticed by the big guys who provided these services to date as a commercial class. Taxi enterprises and hotel chains with their various models of employment and franchises. Of course, they squawk about the new competition which pretty much sailed for years underneath the radar of licenses and regulations until the new way of doing business got bigger than the biggest taxi enterprises and the biggest hotel chains with over a million rooms in its offerings.
Even though the online app providers have become huge corporations themselves, they went undetected for so long because the law is sluggish and the regulations just didn't capture these new types of doing business. For example, in Baltimore's regulations, something is a hospitality business that has more than five rooms. 
Baltimore Airbnb offerings: map

Sometimes the traditional service provider get mixed up in the new technologies themselves, like in the case of the hotel booking applications like Priceline who buy bulk and then hawk off the lower priced rooms via the internet. Cities collect their hotel taxes on the lower price but not on the service fee that the online services charge their clients. Perfectly logical, since the tax is defined to apply only to the room price, not to the service that makes the connection. But city and state lawyers trying to get the additional taxes succeeded and  passed House Bill 1065, which would apply a 6% sales tax to the service fees or markups that any “accommodations intermediary” in the country charges when booking. Maryland hotel rooms. hotels booked via an online service just became a bit more expensive.

Airbnb is next. More than 24,000 visitors to Baltimore stayed in an Airbnb rental during the 12 months, according to the SUN, based on Airbnb's own reporting since nobody else counts those stays. The City wants to see the hotel-tax applied to the empty kids bedroom that aunt Sallie rents out via the online service, even though the city actually benefits from the small time hospitality offerings by virtue of the added number of visitors that can afford to travel, when before they couldn't.

The regulators who are not known for being the most imaginative folks around don't seem able to get around their usual zero-sum thinking. If 1832 places in Baltimore offer Airbnb, so the logic goes, the hotels loose those bookings. If these same guests sleep in a rowhouse room instead of a hotel, the city looses the tax, Clear case. right? 
There is no doubt that Uber has siphoned off rides from the traditional taxis and that Airbnb has taken some folks away from hotel beds. But in the end the pool increased because more people rent a ride now or stay overnight in some city than before; mobility and hospitality are not finite fixed numbers but grow along with increased supply and sinking cost. These dynamics legislators usually don't see or don't want to see, especially if they have ties to the traditional service fiefdoms.
Baltimore Airbnb couple offering
"bed and bath"

Bottom line: Subjecting freelance drivers or mini-hoteliers to fees, licences and taxes is counterproductive unless those services would clearly become better through those added costs. But bettering the service isn't the objective of the council bill to collect taxes from Airbnb. Its just about the money. "Leveling the playing field" is the mantra. As if aunt Sallie or cousin Paul with their rooms would move up to the level of a Hilton chain simply by being subjected to a 9% room tax.

Especially in a city like Baltimore with huge unemployment and poverty rates the goal should be to allow as many folks as possible to enter the world of business with a threshold as low as possible. Driving for  Uber and renting out a bed through Airbnb are perfect models for the entrepreneurial spirit that is so desperately needed to overcome systemic disadvantages of gender, race or lack of education. 

I don't know about you, but I am rooting for the sharing economy as an economy of opportunity that opens doors to folks that have been shut out way too long, even though the initial adopters of the new technology based services may not yet be in that group. The potential is there.
Airbnb., unusual rooms in big cities:
Loft with keg and kitchen (Philadelphia)

As far as those $300,000 the City thinks to collect in Airbnb taxes per year: That is less than what one of those on-call utility contractors gets to sneeze into one of those sinkholes. In fact, it is about what Prince George's County just forgave the City by returning the payment for their police deployment here after the unrest. Council people should consider that the overall benefits from the additional income residents earn is much higher than that from the tax.

An initial Council committee vote is expected during a hearing of the Judicial and Legislative Investigations Committee on Tuesday, Oct. 11.

Klaus Philipsen, FAIA

legislation
the Baltimore Sun

Monday, October 10, 2016

Facade-dectomy at the Mayfair

Few Baltimoreans will remember when Howard Street between Franklin and Center Streets was a thriving arts, theater and hotel district. Pictures from that period look so lovely that they are hard to reconcile with the harsh reality of the last fourty years or so which has not been kind to the area. Now the most prominent witness of those better times is coming down. Except the facade, a surgical procedure that preservationists have dubbed facade-dectomy. Not a thing they usually promote.
1915

The Mayfair site has witnessed the changing times since 1870 when a previous structure began its storied life as a bathhouse. in a first drastic change the "Natatorium"became an auditorium, then a vaudeville theater and finally a movie house.

As a theater it must have been quite a place: "beautiful and cozy" the SUN described it once, "painted in rich golds, dramatic reds, and creamy whites all lit by hundreds of lights clustered on crystal chandeliers. The walls inside the theatre were frescoed in Byzantine and Renaissance styles and the private boxes had velvet, olive-colored drapes. The theatre's reception room had luxurious red carpeting, a telephone, and a maid. During intermission, a Hungarian orchestra played in the theatre's palm garden and ice water was served to "ladies" in the audience. The theatre seated 2,000 and had 30 exits, making it easy to evacuate in case of fire". (Megan Elcrat is an architect and principal of 33:Design). Much of that glory was already sacrificed in the conversion to a movie house in 1941.
The Mayfair next to the Stanford and City College (after 1941)

Since 1986 the Mayfair stood vacant. Its canopy announcing the last movie (Lawrence of Arabia) for a long time. 1998 its roof fell in and nobody did anything about it. Proposals for housing inside the old shell came and went nowhere. Now, 18 years later two engineering studies declared the building a hazard because of its 65'-80' tall brick sidewalls stood unbraced and fully exposed after first the northern neighbor (the Stanley Theater, demolished a long time ago) and lately also the southern neighbor (a hotel even older than the Mayfair) had come down for a parking lot and whatever temporary green-space.
In what BDC calls deconstruction for its slow, careful and labor extensive process, the Mayfair is being demolished in its entirety except for its 35' front section and facade. Why the engineers considered the western end of the building with stage and proscenium unstable is not clear, because as is evident now, there the roof trusses are still in place and that end looks certainly as stable as the front.
State of the Mayfair after the roof collapse

While standing in total neglect for 18 years the building with its landmark marquis was looking over huge parking lots to the west , the demise of the old White Coffee Pot restaurant but also the rebirth of the old Kernan Hotel as apartments, the adaptive reuse of 5 N. Howard Street as apartments and most recently the conversion of the the old Hochschild Kahn distribution center into apartments and the Mount Vernon Marketplace. Finally, at the corner of Park and Franklin a modern new luxury apartment building will rise, also developed by the Time Group which did 520 Park.

The first sign of renewal in the area predates the closure of the Mayfair, in which the former Baltimore City College turned into the Chesapeake apartments as one of the very first adaptive re-use projects in Baltimore.
the fire started small (Photo: ArchPlan)
The demolition work is managed and overseen by the Baltimore City Department of Housing & Community Development's and executed by its on-call contractor, K&K Adams. The cost is over a million dollars, probably much more than it would have cost to stabilize the roof 20 years ago.

Kimberly Clark, the BDC's executive vice president, had told the Baltimore SUN earlier this year that BDC had hoped to preserve the entire building. "If it wasn't for the public safety thing, we would have preserved the north and south walls as well,"Clark said. As a result of the findings of two engineering firms an Emergency Condemnation and Demolition Notice had been posted on the building June 15

It isn't clear on what the hope for preservation was based on, since BDC hadn't done anything to protect the Mayfair from demolition by neglect. In fact, the nail in the coffin came from some contractor welding on the canopy of the Mayfair in 2014, causing a fire that initially appeared to be very manageable until it spread to the adjacent also decaying former Stanley hotel building for which BDC had sought to get demolition permits for at least a decade. Before the first fire trucks were fully set up the fire entered the first floor through the plywood panels covering the storefront and spread in no time through the entire building bringing out a dozen or so fire trucks. But firefighters couldn't enter the building and had to fight the fire from the outside and from above. In the end the structure was so destabilized that it had to come down. In a domino effect this then further destabilized the Mayfair.
The fire has spread to the roof

Mayor Schmoke's vision of the Westside, first articulated in the 90s, has come one step closer to reality with the creation of the Bromo Arts District. The Everyman and the Hippodrome are representations of mainstream arts and culture, the Current Gallery and the theater project including the Annex taking shape in the 400 block of North Howard Street as well as a slew of galleries along Franklin Street are the more offbeat manifestations. A new bakery is planned where the White Coffee Pot used to be. Further north at Centre Street the former Planned Parenthood building is currently being converted to offices. But not all is good: H&H Outdoors, a longtime staple and treasure just a block from the Mayfair plans leave next year, frustrated by sewer diversions that wrap around its entry door and slowing business.

A robust new theme for the area has still to emerge and the postcards from 1915 still look way more attractive than what we have today.

Klaus Philipsen, FAIA

udpdated with the H&H departure reported by the Baltimore SUN at 11.20am


Postcard of  the important corner of Howard and Franklin Streets around 1910
deconstruction of the historic hotel at the corner of Eutaw and Franklin
(photo: ArchPlan)









Baltimore Sun article July 2016
Baltimore Sun, op-ed Aug. 2016
Baltimore Heritage
























The bathhouse originally on this site. Natatorium 
Interior of the Mayfair

Current state of the north wall: It will come down (photo ArchPlan)

Proscennium and stage area (current)
(Photo: ArchPlan)



Current state of demolition (photo ArchPlan)


Friday, October 7, 2016

The new Baltimore Greyhound Station: Still in the diaspora

When the Trailways/ Greyhound station was evicted from Fayette Street in favor of the land disposition for the now failed Superblock, the departure meant that the Westside had lost another use and another group of people coming to the area. That, of course, was the whole purpose of those who are convinced that the interurban bus riders are group one can do without. That intercity bus patrons had to trek down to a piece of land between the Middle Branch and the trash incinerator that initially even lacked basic transit, didn't bother anybody but the riders themselves.   Even after the City installed left turns on Russell Street so MTA buses can serve the area, access is poor, certainly for walking, a natural way to access an urban bus station.

Add caption
Greyhound wasn't happy with the transit diaspora either and their quickly thrown together station there had all the charm of a relief shelter. Maybe the bus operator had hopes to return to a more central location.

A lot has happened since: intercity bus travel has taken off as a serious mode far beyond those who used to take it as a last resort. The forgotten area near the incinerator got a lift and has become much more visible after the Horseshoe Casino settled there. As a result the bleak Greyhound facility would no longer do.

Actually, a new bus station had been part of the plans for the site where the casino now sits before Horseshoe took over. Somehow nobody asked the casino developers to pick up that tab.  Finally, Congressman Cummings brought in a $4.14 million dollar federal transportation grant and Greyhound agreed to chip in the rest of the over $8 million total budget.
The new Greyhound Terminal
(photo: ArchPlan)

The new station looks pretty much like the rendering had envisioned it. It sits on the waterfront but it doesnt take any advantage of it as if the architects had never visited the site.
A tall and well lit waiting hall with ticket sales on one hand, a seating area similar to airport gate waiting area and a generous queuing area were passengers get sorted by boarding zones just like for an airplane. When I visited Thursday morning almost all seats in the waiting area were taken and the station was bustling with activity.  The new facility offers more than 60 daily routes to cities near and far — including Washington, Virginia Beach and New York. Bolt buses, a subsidiary of Greyhound will not serve this station and continue curbside service at Penn Station.

The new station was opened behind schedule and the grounds are not yet completed. Eventually buses will enter the rear area of the building, which is facing the water, counter-clockwise, pulling in perpendicular to the rear facade, head-first, a strange arrangement which forces buses to back out of their slots. There are no curbs and little step-stools make up for the lack of elevated curbed boarding areas.

The station doesn't have the signature design and urbanity of the 1942 Art Deco Greyhound facility on Howard Street which had become the seat of the Baltimore Metropolitan Council after Greyhound and Trailways merged their operations in the early 1990s and operated from Fayette Street. Today the 1942 building is owned by the Maryland Historic Society but doesn't appear to be actively used. The Fayette Street Depot turned into dust, the area is now a seeded grass lot waiting for development.

Ticket area in the new station: Photography prohibited
(photo: ArchPlan)
How interurban transit should be integrated into a truly multi-modal facility can be seen in DC where a bus facility sits on a deck atop Union stations's rail tracks. There Greyhound, Bolt, the DC Circulator and other services pull up alongside a slew of platforms with connections to Metro, Amtrak and MARC only a few feet away.

The large Amtrak lot on Lanvale Street across from Penn Station in Baltimore would allow a similar arrangement here as well, but don't hold your breath. The idea was rejected early on, even before Greyhound finally wound up where it is now. Amtrak is currently looking for a master developer for that and adjacent sites. A bus terminal is not part of the request for proposals.

Travelers arriving in Baltimore by bus will continue to see the incinerator first and the casino second as their first impressions.

Klaus Philipsen, FAIA



Baltimore SUN, Nov 5, 2014




The original 1942 Greyhound Terminal at Howard  and Centre Streets
The old Trailways Depot on Fayette Street

The provisional Greyhound Terminal near Warner Street now demolished
(photo: The Brew)






Thursday, October 6, 2016

Experts brainstorm resilience in Ellicott City

On the same day Main Street finally reopens after the catastrophic flood on July 30 of this year the Department of Planning invited a panel of planners, engineers and stormwater experts to brainstorm ideas for how to plan against future floods.

With the major repairs complete but no plans for a real solution adopted, the Planning Director and his Deputy of Howard County's DPZ resorted to inviting an assortment of experts with some ties to the area to come in for free and participate in a brainstorming session.

The valleys and streams of Ellicott City
Some twenty landscape architects, architects, planners, engineers, and water experts followed the call and conducted a wide ranging discussion trying to rein in the fluid topic.

"What are your objectives" was the first thing somebody wanted to know. The department members punted and said a set of objectives will be developed later. However, they offered a list of "buckets" that kind of reveal the goals:

  • Economy, 
  • Rebuilding, 
  • Preservation, 
  • Environment. 

This is a telling list, even if one doesn't take the order as a  hierarchy of importance. Clearly, any drastic proposals that include abandoning the bottom of Main Street or disturbing its historic character through any type of fortification are out of the question. Not that I think one should consider abandonment or demolition seriously, but if one invites a bunch of experts, it would be kind of interesting to see if anybody would have suggested it. Besides, it isn't an issue of full abandonment or full preservation. Any of those greenway measures taken in other places like Boulder Colorado or Frederick, Maryland require allowing water to expand somewhere, where it doesn't do damage. Any such area is currently elusive in Ellicitt City, unless one allows drastic land use changes and some changes to the historic downtown.

There was general agreement that 6" of rain in two hours are not manageable without flooding, given the topography and specific conditions of Ellicott City with its three-tributary four-valley configuration leading into an ever narrower channel leading perpendicularly into the Pataspso which is running in a deeply cut valley at that point.

It also became apparent that all suggestions that dealt with the engineering and management of water fell into the two main categories of detention (keeping the water stored) and conveyance (controlling the flow of the water that isn't retained).
Extreme scouring due to high velocity
One participant, interestingly a hydrologist, steered towards a set of questions that were less centered on engineering water. "Manage the people and things that are affected by water",  he demanded. How to warn and evacuate people, how to protect assets so there is less damage from water, how to discuss cost and benefit? "Who carries the cost, who has the benefit", he asked.

He also made very sensible suggestions about how cost can be reduced for the shopkeepers downtown: Could they form a special group and shop for flood insurance as a more powerful collective, presumably getting a better rate than a bunch of individuals? Could shopkeepers rent a joint storage facility so they wouldn't need to store their inventory in the basements below the store where they get destroyed even in smaller floods. Good questions, all. One could easily see how the businesses as a group would get much further than in the current condition of individuals on their own. Splits and tension have already become visible between those who stay and rebuild and those who sell, for example.

Another set of issues, less engineering and more policy, revolve around why current rules and regulations aren't strictly adhered to and whether the County follows best practices on its own properties. The very large parking lot in front of the County government and courthouse high above downtown is a perfect example: With electric car charging stations and a slew of small bio-retention areas the answer looks like, yes. But the truth is that these lots, which are part of the Hudson watershed, have no stormwater management component that deals with water quantity beyond the first inch of rain. The little landscape islands into which the parking lot water runs are designed to improve the quality of the initial most polluted rainwater running off the asphalt. The goal there is water quality, not retention. For Ellicott City, though, this isn't an alternative. Its a must on both counts.

In recognition of that fact, current stormwater regulations in place for this area already require ("shall have") 100 year storm water facilities.  But according to David Woessner of Bohler Engineering in Towson a local survey conducted by him shows only less than a handful of such "100 year ponds". He says almost all facilities are only designed for two or ten year storms. Over half of the developments, Woessner estimated, have no stormwater management at all. Around 440 acres in all, Woessner said.

Somebody else added, that even the few 100 year facilities would still have inlets and pipes that can convey only two or ten year storms. In other words, their large retention holding capacity doesn't even come to bear in a heavy rainfall, because the water can't be conveyed into the holding area or pond. "These things have been known for years, this could be changed right now, but it isn't been done" one participant told me afterwards. "They are out there fixing those damaged facilities, all they have to do is lift the weirs (the overflow elevation) by a foot so they hold more water, but that is not what they are told to do".

The matter of policies comes down to enforcement it seems and to the tough question of retrofits. How to force developments without management to add stormwater facilities? "You should focus on strategic retrofits" a participant admonished, "not across the board, for cost reasons". Others admonished to design retention facilities with staggered discharge, so they don't overflow all at the same time. "For a better hydrograph", the hydrologist clarified. The question if any new development should be allowed in a watershed that is already 90% or so developed is also a matter of policy and political will.

There is also the issue of what the Maryland Department of the Environment will allow. As stormwater management techniques evolved over recent decades, the traditional priority on conveyance (concrete channels) has taken a backseat to water quality and environmental concerns to protect the streams, the stream-banks, the Chesapeake Bay. So called "in-stream facilities" such as weirs or dams have been frowned upon, because of their negative impacts to streams. In fact, dams are actively being removed in the Patapsco right now. But what if those in-stream installations wouldn't retain water at all times, "if they let two and ten year floods go but dam the 100 year flood?' somebody asked and someone else distributed the template of an engineering drawing showing such a solution.

In the end, some "heroic" large-scale expensive water retention facilities will have to be built even if it may not be the subway size underground flood tunnel under Main Street. Large retention basins under the two expansive remote parking lots at the top of Main Street, for example, would take a good amount of water and hold it before the the final run alongside Main Street and under buildings.

Even short of gigantic underground holding tanks these parking lots should get the attention. They cause large amounts of water run-off to simply go straight into the streams. Simple storage through pervious pavement placed above rock-layers or storage pipes could prevent a good amount or all of runnoff  they cause. Any measure on those public lots would meet all the items on the bucket list without any compromise on economy, the environment or preservation. Green open space is definitely in short supply in downtown. Maybe the two parking lots should become open holding lakes that can grow and shrink. Waterparks as amenities, facilities that combine the quantity with the quality aspect.

Of course, these lots are too far down the watershed to be effective by themselves. Further upstream, bigger ponds and better retention will be most effective. Some of the must do approaches are so obvious, they should be started today.

Klaus Philipsen, FAIA

SUN article about the reopening of Main Street today.