Monday, April 8, 2019

Baltimore a tragedy? Time for better explanations

“A tale told by an idiot, full of sound and fury, signifying nothing” (The Tragedy of MacBeth, William Shakespeare)

Baltimore a tragedy?

Is Baltimore a tragedy, as the New York Times headlined a story a few weeks back, or are Baltimore leaders tragic figures as in Shakespeare's MacBeth?

Either way, with tragedy as an explanation, bad outcomes are unavoidable by definition,  taking out the dimension of accountability and responsibility. If events unfold according to pre-ordained karma and actors are only cogs of a machinery which they don't control, then they can't be blamed either. Consciously or not, those who use this term put the causes for the bad outcomes into a sphere that is unreachable, whether they mean "fate", "the system" or "the culture".

On the other end,  those who attribute all the calamities to individuals because they are evil, greedy, incompetent, too ambitious or any combination thereof put all the blame in one place and hold the rest of society harmless.
Pugh with PG County Executive Angela
Alsobrooks in March of this year

Both, the higher-power and the bad-person explanation maintain that the institutions and people of Baltimore don't have to take any responsibility; finger-pointing is enough, possibly combined with feeling sorry for oneself for living in such a place. Potentially even feeling exceptional in a bad way, assuming that Baltimore has a special place in the Olympus of the gods. "We can never get a break, police scandals, riots, corruption, population loss, it never ends". Those who like to see themselves as victims sometimes also blame the media. Not for the bad results but for the bad news about them. "The false narrative" about Baltimore. Again, the fault resides with "others". (It were the media, by the way, that uncovered the current cases of self dealing at the UMMS board).

None of those explanations will set Baltimore's trajectory on a better path, because none are based on an analysis which  properly links cause and effect. Not having a good explanation condemns continued repeat of the same mistakes.

As someone who lived, voted and engaged for 18 years in a different political system and who has come here by choice and then engaged here for almost twice as long, I won't be able to do the necessary analysis in this space, but I will attempt to explore to what extent Baltimore is really special, has unique personalities, or represents a system that must produce these outcomes. Reason would suggest, that in the conclusion, there isn't one single explanation.

Its the system, stupid!

Those who blame "the system" either mean the "Baltimore system" or they talk about the political system at large. What speaks for an explanation that is bigger than Baltimore, is the simple fact that many other cities are gripped by scandals and political failures just as ours or bigger. Just think New Orleans, Detroit, Flint or Chicago. Those who tend to say that "the entire system is corrupt" can find the common denominator between those cities and use  a set of explanations such as de-industrialization, capitalism, racism etc. to craft their favorite pattern to see the world, develop a fitting ideology. Capitalism as the culprit, for example, receives much new fuel every day the current president remains in office and glorifies individual greed over common interest. Racism and white supremacy would be similar broad explanations, especially if combined with capitalism as a driver. A more targeted criticism would aim for campaign financing as the source of all evil. It, again, can be combined with both of the other explanations. Indeed, those three factors combined create a toxic brew with which the downfall of many cities and their politicians can be explained.
Harlem Park at US 40

There is a class of people in power which buys political influence to maximize profit and most power resides in the hands of older white man. The fact that Baltimore's most recent mayors were all black and female or that Associated Black Charities is involved in the current scandal as well, hardly slows those down, who know the true culprit. Those female mayors were simply "mascots of their political system" and ABC was  "collateral damage" (Dayvon Love). That is how it was explained by a guest on Monday's Midday radio show. That the exercise happy mayor had used a little African American girl to promote better family health through a figure that looked like her is not noteworthy in this broad brush approach to explain the bigger context, nor that the mayor's fundraisers were always thick with black entrepreneurs enjoying their access. While the systems theories are intellectually satisfying and even plausible, if the problem is that big and pervasive, a solution can't be found in Baltimore. Nothing less than a veritable national revolution would be needed, a prospect for which only very few have an appetite, even among the disenfranchised. So how actionable is this explanation?

Its the person, stupid!

A much less political explanation springs straight from the American obsession with public personas. In that narrative everything becomes gossip and the Internet is its holy grail. The three African American female mayors of Baltimore fare especially bad in this arena, each received a whole litany of adjectives that male politicians rarely ever attract.  Most of the condescending comments had to do with looks, fashion, hair, facial expressions and the like. It would be easy to dismiss those superficial ways of judging politicians, if the Internet wouldn't amplify these "explanations" on an almost inescapable scale. That is not to say that finding fault in the character of people is always slanderous or wrong. Sometimes the Internet provides a platform for thoughtful comments based on careful observation. For example, those of attorney Dan Sparaco, who served as Deputy Mayor under Stephanie Rawlings Blake and who also picked up on the question of tragedy and accountability.
Dialogue: Police Commissioner Davis with activists Devin Allen
and Kwame Rose
We’ve certainly had “tragic” figures in Baltimore, overcome by their own hubris or desire — like MacBeth, overcome by ambition, or Hamlet, overcome by indecision. Consider, for example, an elected official, with life-long dreams of becoming mayor, leveraging a position on the board of a very powerful institution, full of very powerful people, to profit from a book deal, then not fully disclosing it — only to become mayor, and then face losing it all, when the secret deal comes out.....There are a great many people served by this kind of thinking because it creates an unaccountable status quo. A status quo where results don’t matter. A status quo where leaders can get re-elected despite the state of our neighborhoods because nothing – not the problems, not the solutions – is their fault. This kind of no-accountability environment leads to corruption, and those who want to continue with “tragic thinking” should at least be honest about our “tragic flaw.” It’s not ambition. It’s not indecision. It’s not even greed. It’s the secret-keeping. It’s the denial.  Dan Sparaco March 22, 2019
 The overall effect of armchair commentators deliciously dissecting every move of every politician often before they are actually elected, is cynicism and contempt for public service. Every office holder is seen as a crook lining his or her pockets. This narrative conveniently overlooks that most politicians work very hard for little pay and that, if money were the objective, almost any other occupation would be more lucrative. When the system explanation is too broad, the individualistic character analysis is too narrow to lead to any actionable consequence other than better vetting at the time of "hire".

Its Baltimore, stupid!

The parochial inability to look beyond the hometown to see that other cities suffer from very similar experiences is instilling this particular feeling of helplessness common among residents: The idea that Baltimore is such a very special place, that it has its very own "culture" in which people behave in a specific way. Those behaviors attributed to one's peers is the expression of a collective inferiority complex, unless one believes to exist outside that "culture". The assumed Baltimore "culture" encompasses a lot of undesirable attributes. In Baltimore people somehow become especially prone to throwing trash in the street, driving like maniacs, killing other people, burning down their own neighborhood or electing corrupt officials. This too is a fatalistic explanation. It is easy to see that this particular way of seeing the hometown easily enables classicism and racism; still, this narrative is quite popular, no matter that even in  Smalltimore no longer everybody is necessarily born here. Not even the drinking water comes from only one source! An especially unproductive subset of Baltimore exceptionalism is the desire to fill every position with someone "from here" and the suspicion against folks moving into town from far away places, although Baltimore needs influx more than anything. Many hailing from other places just shrug their shoulders and do their thing, no matter how much Baltimoreans say it can't be done here, others actually stay away leading to the population stagnation. In short, the Baltimore exceptionalism isn't a rational explanation for anything and isn't far off from American Exceptionalism as a disastrous foreign doctrine relying on tariffs and walls.
New resources for disinvested neighborhoods: Barclay


Putting it all together

Obviously, any sound explanation for why Baltimore is one of the few cities that can't quite break out of the urban ills that have ransacked American cities for way too long, would need to go beyond those three simplistic, cartoonish narratives and allow some combination of all. Reality is typically not entirely black and white or binary as its called today, not even when it comes to race. Capitalism, racism and bad leadership provide a rich context for explanations for many problems that plague in one or the other form even very successful cities such as San Francisco, namely that poor people are left out, no matter how much money is sloshing around in corporate pockets.

Forces that produce bad urban outcomes can be observed way beyond the US: in the French "banlieue" as well as the slums of Bangalore and lately in the entire country of Venezuela. But they don't suffice to explain  the adventures of Healthy Holly in Baltimore. It is about time, to look at Baltimore's condition less in terms of what hand fate has dealt this place, and more in terms of what needs to be done to make this city and all its residents live up to their potential. This isn't a matter of a "narrative" or "branding", it is a matter of lifting an invisible lid that keeps the city from performing on par with its peers who operate under the same macro paradigms.
Mayor Schmoke at groundbreaking for
Hope III Sandtown initiative in 1992

One can't blame those who believe there must be something special going on in Baltimore that prevents success. If one reads the books of Finnish immigrant Antero Pietila "Not in my Neighborhood" and "The Ghosts of Johns Hopkins" one can see that a sense of inferiority and a tendency to self destruct has a long history here. But unlike a person, a city isn't defined by DNA and psychology can go only so far to explain it.

Nothing in the actual history and fabric of this city condemns it to perform below Pittsburgh, Philadelphia or Oakland. Or Detroit, for heaven's sake! The negativity with which residents view their city isn't unique, it also happens in all the other places with their own history of unrest, corruption, industrial decline, race tensions and large swaths of abandonment and poverty. And yet, some cities have broken through this and formed a consensus on how to progress.

Some of the necessary change has to do with leaders, some with policies, some with regulations and much with governance and how resources are applied. Baltimore in the orbit of Washington, located at the center of a prosperous, well educated and economically vital and growing region, blessed with ocean access, beautiful landscapes all around, rich architecture and most of all a diverse culturally rich population, has no real excuse not to  perform better. As far as I can tell, there is no need to start from the ground up again. Many of the right steps have been put in place in the last thirty years. Much progress has been made, even if it hasn't added up to a break-through yet.


Personal observations

Clearly, once one lived in the system and among its players, neither the people nor the system explanation is just dry theory. Instead real life provided juicy insights and experiences. I had been a small-potato borough council member for ten years in a Borough of Stuttgart, Germany where hobnobbing with the famous wasn't the way how things got done, because money didn't play this all important role in politics. In 10 years of being on the council I never attended any fundraisers, never received any other solicitation from the mayor or council members than to vote for them, nor did I ever ask for money. Instead, I edited a 40,000 copy monthly newsletter advertising our positions funded by some of our party member dues.

In my time here I got to know Donald Schaefer, Kurt Schmoke, Martin O’Malley, Sheila Dixon and Catherine Pugh as Mayors or Governors, sometimes one on one. Stephanie Rawlings Blake is missing in this line up, she was so elusive that I never had a real conversation with her.

What is somewhat "special" is that today none of these mayors seem to enjoy a high esteem among Baltimore residents, at least not across classes and races. Schaefer may enjoy the best reputation, but he is said to have been too focused on downtown. Schmoke is seen as ineffective, O'Malley as too ambitious and responsible for mass incarceration. Dixon as too corrupt, SRB as too quiet and reclusive, and now Pugh, as self dealing. This short-hand leaves few nuances and, indeed, suggests that Baltimore is special: incapable of electing a decent leader or incapable of nurturing one. This, in spite of a charter that gives the mayor plenty of power. Sure no single person can save an entire city,  even great leader needs a good team, and a great team still needs the support of the community. Greatness is not there at the start, it gets cultivated and grows on the job. Its like in a good marriage. It isn't the result of having found the perfect partner but of a long hard process of finding together. Baltimore's population seems to be too fractured to ever unite behind a team without tearing it down at the same time.
Sandtown in 2017

Shortly after I arrived in Baltimore I asked a well connected developer how I could become politically active here. His answer was: "If you can't make donations yourself, organize a fundraiser". I had wanted to know ways to introduce ideas and develop policies. When I asked the same developer why he wouldn't want to run for office, he said: "Too many skeletons in the closet". There in those two answers hid the entire malaise, the American political dilemma: The focus on money and the web of often improper connections. This is not unique to Baltimore, but thanks to the well cultivated parochialism, this toxic web is especially well dense here. The country of "open opportunity" displays in Baltimore a wall that is far from the border but was and remains hard to penetrate for any newcomer. But there is also this:  Power isn't beyond reproach. At least as many of the systemically advantaged developers tanked in my time here as politicians did. And in the American tradition of redemption, both, politicians and developers manage surprising come-backs even after they had been demolished or had imploded.

So I made my contacts through my work. As an urban design consultant on Baltimore's light rail and later for Port Deposit, I met Schaefer. When he had just become Governor with some magic move he had upended SHA's five year investment plan to add streetscaping in the historic Cecil County town. It was a kind of early Complete Streets move, so I liked it, but I was also stunned because it entirely circumvented the regular process.

Work also allowed me to meet Mayor Schmoke who, as the the Ivy League educated first elected black Mayor, who was for a while for Baltimore what Barack Obama later was for the country. His agenda was bold. Together with Jim Rouse, the Baltimore churches organized in BUILD and the Housing Department and their federal HOPE III funds he embarked on the attempt of turning Sandtown around. My firm designed vacant houses for rehabilitation. In 2015 after the Freddie Gray unrest, the world would get to know the Sandtown project as a big failure, in spite of $100 million that had been spent there.

O’Malley, who as council man had once been challenged by then Housing Commissionioner Dan Henson “to meet him in the alley”, had out-maneuvered the black candidates, was meaner than Schmoke, and went on to invent CitiStat and embrace a strategy of "building from strength", notably two biotechnology parks.  O'Malley's occasional  Rambo behavior interlaced with lyricism brought him many enemies which blamed him for the mass incarceration wave, which was then rolling through the entire nation. O'Malley's EBDI project started out with racist displacement. But by now it brought huge investments into a heavily disinvested area and spawned the revitalization of Oliver, Greenmount West and Barclay, more than ever happened in Sandtown.

Later, as a member of the first Mayor's Bicycle Advisory Council I participated in bike rides with Sheila Dixon. and spoke with her at some length during holiday party table conversations. She seemed less educated but more authentic than O’Malley. Most of all, she listened to her advisers. Her downfall came sudden and swiftly. The cool and possibly more intellectual SRB who followed seemed a welcome antidote. But she ran aground in the rough waters of the uprising.

This line of experiences should have taught me to keep my distance from mayors. But I had met Pugh already when she was still on the council, and like me, a member of a State Task Force on Transit Oriented Development. I was fascinated to discover how she leveraged folks in power, whether they were community or business leaders from this most local level of political work, the council.  Her interest in art set her apart, manifest in her initiative Fish out of Water, a way of bringing in money which I had never heard of before. Then the marathon, which she not only brought to Baltimore but also ran herself , finishing with a glass splinter in her foot. Finally, the creative way how she forced Baltimore’s first new school in ages into existence by coercing the president of MICA, an ambitious architect and Seawall to do the design construction and capital funding. She announced a big act on Artscape’s main stage with aplomb. She wasn’t a local inbred, her experience in other big US cities, as past as TV anchor and Dean of Baltimore's Strayer University made her look much more world savvy than Schaefer or Dixon. Of course, in hindsight, her uncanny ability to collect money foreshadowed her eventual downfall.

Back then Pugh was an accessible and incessantly working city council person. I knew that being mayor had been a long dream of hers, and given her tenacity and versatility I expected she would excel in the job. Hopes were high in her transition team in which I participated. When she engaged Bloomberg and sat one day arm in arm with Zadik Khan, the former New York traffic commissioner who pedestrianized Times Square, I expected that she would begin a transportation revolution right here in Baltimore, not undo bike lanes. Her courage to show up in the midst of the unrest to face the upset young people at Penn and North was still fresh  in people's mind, an act that back then set her apart from SRB who seemed to be unable to decide what to do. Pugh's first cabinet meeting in a bus to Sandtown was a refreshing start.

But just as with Mayor Schmoke, the high expectations were met with early disappointments such as her veto against the minimum wage bill, her repeated missteps with several police commissioners and some department heads. Her entanglement with the powers to be always had a dark side, for example when she was chummy with a convicted Maryland lobbyist. A somewhat inebriated developer who wrestled my I-phone from me at her victory party to delete a photo I had taken of him with her was outright alarming. So yes, the flaws of the system shapes the leaders and enlarges their own weaknesses.

But the future of Baltimore cannot be fixated on personalities. Residents cannot forever reject their leaders like adolescents who realize with disgust that their parents aren't perfect. Nor can the future forever be blinded by race and all that has been done wrong to the majority of this city. That is not to say that politics should be "race blind" (there is no such thing), affirmative action and maybe even reparations have their legitimate place. Certainly re-investment, equity and affordable housing funds.

But it is time to acknowledge that many of these steps have already been taken. More equity: community benefits agreements, equity and affordable housing funds and a better balance of capital improvements have yielded first results. Progress should not be buried under the simplistic mantra that "all politicians are crooks" or that the poor never get a thing or that we have to start over from scratch. If there is tragedy in this recent scandal, it is the idea no progress has been made, the perpetuation of helplessness and the reinforcement of the seemingly unshakable truth that the poor never get a thing.
“There seems to be two basic groups in town, the power people and the everyday people. The power people — the people with money, the establishment — they work together very well. People find ways to get influence and connections, and people who don’t have those connections, they don’t get anything, or maybe a few crumbs. “While they’re being ignored, the power people are taking care of themselves.”Community activist Ralph Moore
From Schaefer to Pugh we have seen mayors who each learned from the past and have created an ever smarter system of responses to the inequities in our city, from recreation centers to social "wrap around services" to the way how vacant houses are handled or equity has been worked into the sustainability plan. There is hardly any "best practice" which hasn't been tried in Baltimore. What is missing is consistent implementation and persistence. It isn't the time to throw the school superintendent or the housing commissioner or the new health or police commissioner under the bus, even if they won't be able to perform miracles but only incremental progress. Baltimore is far from having only incompetent department heads, no matter how easy it is to diagnose incompetence on Facebook.
CitiStat and Mayor O'Malley

Many of those good initiatives may be set back through yet another scandal just when national policies make it harder and harder for cities to cater to ever growing needs, thus further nurturing a sense of hopelessness.

Baltimore's City Council has become bolder, younger and more diverse. Monday's resolution signed by all but the acting mayor is a sign of new confidence that now needs to be mined for a path forward with confidence.
"Baltimore will continue to have a cloud over its head while the investigations into Mayor Pugh's business dealings go on. These issues are extremely severe and prohibit the Mayor from focusing on the business of Baltimore. Today I join my colleagues in asking for the Mayor's resignation. Baltimore deserves a Mayor who can focus on reducing crime, improving our schools and restoring trust in our government." Statement from Councilman Brandon Scott 4-8-19)
It isn't clear yet, how this chapter will end. It is clear, though, that without a better way to analyze Baltimore's problems, progress will remain spotty and slow, in the manner of two small steps forward and one big one back. A better future isn't just a matter of hope or optimism but of an entire city putting in the hard work to build consensus and follow through on thorough analysis.

Klaus Philipsen, FAIA

updated for language and clarity

Tuesday, April 2, 2019

When transit goes nowhere elsewhere in the US

As a City which is still reeling from having been shortchanged by a cool three billion transit dollars, (more than the entire capital budget of the city), Baltimore suffers from "transit envy". Tired of hearing about the successful expansions of transit service in Seattle, Houston or Denver, to just name a few, people discover occasional schadenfeude when things don’t go to plan somewhere else than Baltimore. Transit calamities in other places  is a bit of consolation for Baltimoreans, it can even cause some furtive glee. Lately there seem to be more failures than successes; the national fortune of transit has shifted.
Nashville dream (LetsMoveNashville)

Example Nashville: This region  didn't even get its big transit plans (Lets Move Nashville) approved in a referendum. The region will have to redo its long range mobility plans all over again. The plan would have given Nashville and its surrounding metropolitan area 26 miles of light rail, four new rapid bus lines, four crosstown bus lines, improved service on existing buses, 19 transit centers, and a suite of improvements to signals, sidewalks, and bike infrastructure, a package worth $5.2 billion. Nashville's Mayor Megan Barry, who had supported the failed initiative, resigned last year after pleading guilty to felony theft.

Example Durham: Most similar to Baltimore's Red Line sleighing, is Duke University's recent move to kill the deal for a regional light rail line in the Chapel Hill, Durham Raleigh triangle. The project has been some 20 years in the making, is essentially designed and its $3.3 billion price tag would be funded through an increased sales tax approved in referendum. The The ambitious 17.7-mile-long transit line would connect Durham, home of Duke University, to Chapel Hill. The line, originally also proposed to connect to Raleigh and the RDU Airport, is considered to be of utmost importance for the congested Triangle region: To bring it into the 21st century transportation age and provide some of the attraction that the once hip Research Triangle is lacking today. More importantly, it would have provided poorer communities without  a car access to many jobs spinning off the huge Duke University complex, and its hospital. But Duke President Price decided to pull the plug and wrote to GoTriangle, the project managers:
Go Triangle transit map
Significant efforts by many people from Duke and GoTriangle have been made over the past year to resolve a number of critical issues connected to the proposed Durham-Orange Light Rail Transit (DOLRT) project. Notwithstanding these many good-faith efforts, it has unfortunately not been possible to complete the extensive and detailed due diligence, by the deadlines imposed by the federal and state governments, that is required to satisfy Duke University’s, legal, ethical and fiduciary responsibilities to ensure the safety of patients, the integrity of research, and continuity of our operations and activities. 
He continues to cite electromagnetic interference, vibrations, disruptions during construction and liability as further reasons to pull the plug on Duke's support for the project. Unlike Maryland's Governor, Duke doesn't necessarily have the last word in the matter and the conflict may yet be resolved, either by further study, adjustments or, as some demand, through condemnation of parts of the right of way across Duke's campus, a very unlikely outcome. Duke's monkey wrench is not the only trouble, the State has also dwindled its contribution from initially 20% to a mere 7.7%. As a result GoTriangle canned the project on March 27:
The GoTriangle Board of Trustees voted unanimously today to recommend that the cost-sharing partners in Durham and Orange counties and the Durham - Chapel Hill - Carrboro Metropolitan Planning Organization discontinue the light-rail project.
Fenced off  San Francisco transit center
(Photo: Philipsen)
Example San Francisco: The city on the other Bay has a multi layered transit system, but bringing it all into one place created still a transit fiasco, the Transbay Terminal. The three-block-long transit hub is readily recognizable through a wavy white steel shroud wrapped around the entire complex; it is covered by a public rooftop park and includes a retail center. It took eight years to build, cost so far $2.2 billion and is supposed to be “the Grand Central Station of the West Coast,” connecting 11 transit systems: AC Transit, BART, Caltrain, Golden Gate Transit, Greyhound, Muni, SamTrans, WestCAT Lynx, Amtrak, Paratransit and future High Speed Rail from San Francisco to Los Angeles/Anaheim.

The debacle came after everything was complete: The joy after the grand opening in August 2018 lasted only six weeks until fractures in two critical steel girders forced its immediate evacuation.The brandnew center still remains shutdown.

14,500 people who ride AC Transit buses in and out of the transit center each weekday and who had enjoyed the speedier commutes of the buses-only ramp from the Bay Bridge now had to return to the provisional facilities that had been used during construction, adding some 20 minutes to the trip times. The steel girders in question were shored up by massive provisional supports erected in the center of two streets running under the center and inspectors reviewed  more than 15,000 documents related to the building’s design and construction, That work is now done and remedial beam repair is supposed to be completed by June 2019. 
Surgery on the underbelly: Cracks in beams requiring
temporary shoring in the streets (Photo: Philipsen)

Meanwhile the locked and fenced center is an embarassment. An ugly chainlink construction fence surrounds the complex and is patrolled by security, not the kind of branding opportunity for Salesforce which had bought the naming rights for the Transbay Center and another blemish on the optimism that had surrounded transit projects until not too long ago.

Transbay will also be affected by the State's future high speed rail. California's new Governor Newsom added further bad news recently, when he seemed to call off most of the California high speed rail project. (He later corrected that he just delayed future phases due to lack of funding). The problems with the cracks in steel beams have little to do with transit but they still give the concept of large investments dedicated to public transportation a black eye.

While the Transbay Terminal will eventually open, and if everything works as planned, the start-up troubles will soon be a faded memory, the uncertainty around the high speed rail project will remain and Durham's light rail, Nashville's failed initiative and Baltimore's Red Line are ominous harbingers of a uncertain future for transit at a time when it would be needed the most to combat climate changing pollution from transportation.
The scrim makes TransBay recognizable.
The signature Salesforce Tower designed by Pelli, Clarke,
Pelli has its own cracks. (Photo: Philipsen)

Klaus Philipsen, FAIA

Thursday, March 28, 2019

MTA: 60% of regional residents don't have access to transit. Will a new regional transit plan change that?

That more than half of the region's residents don't have access to transit within 1/4 mile was one of the facts that MTA Administrator Kevin Quinn dispensed on Wednesday morning in front of a panel of high octane representatives from the very region he was talking about.
Secretary Rahn: "call me Pete" at the kick off meeting for the RTP
Commission

The occasion: A new Regional Transit Plan Commission which was legislated last year thanks to an initiative of the Baltimore delegation. The legislatures squeezed the creation of a Baltimore regional transit plan (RTP) out of agreeing to a big chunk of money going to Washington's regional Metro system for upkeep and repairs.

"We know Central Maryland is desperately in need of better connected and more reliable transit,
and we need a plan to make that happen. Because no single comprehensive plan had been created for the region in decades, I worked hard with my colleagues last year to pass a bill
requiring a new Regional Transit Plan for Central Maryland. We need an ambitious and 
thoughtful plan to meet the needs of Marylanders," (bill sponsor Delegate Brooke Lierman, Baltimore City)
CO2 emission from transportation in MD
How urgent such a plan is, becomes apparent when one considers that this region has no plans for transit expansion, whatsoever, no matter that Maryland has ambitious climate change goals, is a non attainment area for air quality and that transportation is the largest source for CO2 emissions in the State. Personal injuries from traffic crashes are on the rise, congestion is at an all time high and nearly 75% of all trips are done in drive alone cars. Vehicle miles traveled increase, transit ridership decreases. Only 9% of all jobs in the region can be reached within 60 minutes according to the transit advocacy group CMTA. For all the focus on transportation, planners also need to consider land use. No transportation system can chase job sprawl into the last corner of the region.
Vehicle miles traveled: Up and up: 75% commute in single user cars

Any land use or transportation planner would conclude, that a serious shift is needed to rectify these bad trends. Alas, the Secretary who presides over air, water, rail and road transportation and the Governor are staunch opponents of transit expansion and set on wider roads instead.

Secretary Rahn  ("call me Pete") greeted the new RTP Commissioners with the ambiguous statement that the RTP is a "valuable opportunity to examine transit for the region, paint a vision and see how it can be implemented and eventually funded". He doesn't see anything wrong with his current approach and is happily pointing to transit investments such as the ongoing rail car overhaul and replacement, investments dating to a time before he came into office. He used a good time of his talk to paint the bus overhaul dubbed LINK as a success. The bus reform had been initiated by his boss, Governor Hogan as a consolation prize for Baltimore after the $3 billion Red Line had been taken off the table.
Link has produced significant results. Changes are based on data. On-time performance [for bus] improved from 59% to 77%, a huge improvement. [18%](Secretary Pete Rahn).
The  RTP is supposed to be a plan for the near-term future of area transit, an especially urgent undertaking since there is almost nothing on the table in terms of expansion of service. This puts the entire region into a competitive disadvantage, because mobility and alternatives to the dreadful commute in a car are big draws of attractive regions elsewhere. This makes transportation a big issue for employers searching for talent as well as for workers who can’t get to their employment on time.
Once sinking, now rising again: Personal injuries in traffic

Not that the region has no transit today. Without the MTA traffic would be decidedly worse. The MTA Administrator gave the new Commissioners a few impressive numbers describing his daily operations:

  • There are 210,000 daily bus riders utilizing some 762 buses, 
  • 51,000 transit rail users in about a 100 Metro and light rail cars and 
  • 38,000 MARC commuters in 225 coaches, many double deckers. 
  • And then there are 15,000 passengers on commuter buses and 
  • 7,000 customers on MTA's 376 vehicle mobility service "2% of riders but 12% of operating expenses").

However, this system was created decades ago in a much less populated region.

The preparation of the RTP is headed up by MTA and a full complement of consultants distributed over a number of Focus Areas described on the website this way:
State of Good RepairIdentify the level of reinvestment needed to maintain the existing transit services in Central Maryland.
FundingDevelop funding and financing strategies to support regional mobility services, based on best practices and regional analyses.
New MobilityEmbrace changes in transport, technology, and mobility that are altering how we move about. Assess the new mobility options available in the Baltimore region, including bikeshare, scootershare, carshare, rideshare, and microtransit, and identify opportunities and challenges associated with leveraging these services to meet regional mobility needs.
Customer ExperienceImprove the experience of using transit—from planning a trip to reaching a destination—through new technologies, improved amenities, and better customer service.
Service Quality and IntegrationEvaluate existing transit services and determine potential improvements to make it easier to travel in the Central Maryland region.
AccessWork with local partners to ensure the areas served by transit are safe, comfortable, and convenient for people who use the region’s transit options to live, work, and prosper.
Corridors of OpportunityIdentify existing and potential corridors that could benefit from additional transit investment.
The Commissioners, instructed by Deputy Administrator Holly Arnold (“One of our stars at MDOT”  Secretary Rahn), were equipped with the yellow stickers and colored dots which one knows from community participation efforts. Armed with these conventional tools the Commissioners could indicate which focus areas they care about and what topics they suggest under each. The audience ("the public") was invited to do the same on questionnaires which consultant coordinator Simon Taylor carefully collected in some kind of ballot box. (Results will be published later, use of current smart phone polling tools would have brought immediate results).
The region as defined by the RTP

Eventually the three hour commission session ended with a series of public testimonies.

Only the intrepid Transit Equity Coalition spokesman Samuel Jordan addressed the elephant in the room directly, the fact that the cancellation of the Red Line took off the table what would have been the only transit expansion in some 30 years, making Baltimore's economy poorer by $3 billion in the process. Jordan encouraged the Commission to consider this line as a basic block of the new RTP, even if the Secretary would not want this.

Proponents of a transformative regional plan included the Greater Washington Regional Partnership, a group which looks at DC and Baltimore as one region, the Get Maryland Moving Coalition, CMTA the Sierra Club, the Greater Baltimore Committee and a Housing advocate. Josh Tulkin of the Sierra Club illustrated in drastic  numbers what the region has to do, to bring the transportation emissions in compliance with the 2030 targets. The 16 year old Swedish climate change activist Greta Thunberg, who is the root of international student led climate strikes, would have approved. 
Sam Jordan of the Transit Equity Coalition

Those demonstrating high-schoolers should inspire this Commission. After over 50 years of doing almost nothing on regional transportation plans (as GBC CEO Don Fry pointed out in his testimony), it is time for aggressive and accelerated catch-up.  

Klaus Philipsen, FAIA

The Regional Transportation Plan previously on this blog:

April 2018: State transportation: Lessons from this legislative session

Monday, March 25, 2019

The deadliest roads in America are in the suburbs

More pedestrians die on suburban roadways than on congested city streets, and most die in the poorer suburbs than in the leafy ones. 
Last week's hit and run crash in Woodlawn was indicative: A pregnant women and a 12 year old girl tried to cross North Rolling Road near Security Square Mall and were hit by a car whose driver never stopped. The girl was killed, the woman hospitalized. The newspaper note was sparse:
nationwide rise of pedestrian fatalities 
A 12-year-old girl was killed and a pregnant woman was injured Friday evening in a hit-and-run crash on North Rolling Road in Catonsville, Baltimore County police said. [..]The victims were crossing North Rolling Road at Johnnycake Road when they were struck at about 9:20 p.m., police said.
Police are seeking the driver, who made no attempt to stop, police said. (Baltimore SUN)
The site reveals how it could have been: There are two bus stops on the south side of the intersection but the only signalized crosswalk is on the north side. The poorly marked crosswalk requires that the pedestrian activates the walk signal with a push button. The intersection is poorly lit and sits immediately next to a an underpass under I-70 which impedes sight distance. The speed limit is 35mph but most drivers go considerably faster, especially once they glimpse the green light beyond the underpass. 
Anne Arundel County Police said Monday that a 15-year-old boy who was struck in a hit-and-run accident in Pasadena on Friday night has died.
Skylar Marion, 15, of Pasadena, had been walking along Mountain Road — a dangerous roadway with a long history of fatalities — with two other juveniles at about 9:25 p.m. when he and a 13-year-old girl from Clearwater Beach were struck by a passing vehicle. (Baltimore SUN)
North Rolling Road and Johnnycake: A 12 year girl was killed here
A 72-year-old man was killed in a pedestrian-involved crash Tuesday night, Baltimore County Police said.
A pedestrian, identified as Mohamed Hamid Idries Hassan, of the 600 block of Walker Ave., was crossing Loch Raven Boulevard near Sayward Avenue around 9:30 p.m., when he was hit by a 2003 Chevrolet Tahoe traveling northbound, police said.
 (Baltimore SUN)
The three short notes about suburban tragedies in which pedestrians were killed have one thing in common, the time of the crash. It was after dark when visibility is poor and the number of impaired drivers is high. At a time when the only people walking are those too young, too old or too poor to have a car at their disposal. They all died because the suburban world is not made for them.
A tragedy for sure and very sad that something like this had to happen to, hopefully, get Baltimore county to take some action.  Rolling Rd. Has become a speedway.(Resident in response to a NextDoor posting about the crash)
A pedestrian walking along a busy arterial road at night is not part of the design manual for those highways with its focus on a smooth flow of car traffic. In Maryland, 60 pedestrians were killed on roads during the first half of 2018, according to this report. That's a 25 percent increase compared to the first half of 2017.
More and bigger vehicles: More  pedestrian fatalities
In recent years, the number of pedestrian fatalities in the United States has grown sharply. During the 10-year period from 2008 to 2017, the number of pedestrian fatalities increased by 35 percent (from 4,414 deaths in 2008 to 5,977 deaths in 2017); meanwhile, the combined number of all other traffic deaths declined by six percent. Along with the increase in the number of pedestrian fatalities, pedestrian deaths as a percentage of total motor vehicle crash deaths increased from 12 percent in 2008 to 16 percent in 2017. (Pedestrian Traffic Fatalities by State, GHSA 2019)
75% of pedestrians get killed after dark
Increased pedestrian fatalities are a national trend. The Governors Highway Safety Association reports that crashes killed 6,227 pedestrians in 2018, which represents an increase of 4 percent compared to 2017.

This trend has been going on for a decade: Over the past 10 years pedestrian fatalities have increased 35 percent the group states in the report, in the same period overall  traffic deaths declined 6 percent. This means, while people in their cars, trucks and SUVs get safer, in part thanks to fortification (heavier and bigger vehicles), pedestrians are more likely to become the victims.  The League of American Bicyclists, in a different recent report, published that 2016 was the deadliest year for pedestrians and bicyclists in a quarter century.

Maryland is among the States with relatively high pedestrian fatalities: It is among the 12 jurisdictions that reported pedestrian fatality rates of 1.0 or higher per 100,000 population. The deadliest state was New Mexico with 2.26 fatalities per 100,000 residents, Maryland’s was 1.00. Maryland's secretary of transportation served in various capacities in New Mexico before he came here.
Endangered species: Pedestrians

Many of the suburban roadways are wide, have high speed limits (40 or 45mph), many still don't have sidewalks and crosswalks are scarce. Where they exist, they are spaced so far apart that pedestrians will attempt to cross the roads in between where there are no signals or markings.

Many of the arterials are the responsibility of the State Highway Administration (SHA) many are local roads administered by the counties, which almost never have a transportation department (DOT), but maintain roads with the Department of Public Works (DPW). Transportation "planning", i.e. a course that does more than administering the status quo is foreign to those car-centric departments. Rolling Road is a Baltimore County artery which frequently takes on heavy traffic when the Baltimore Beltway is clogged. When adjacent community associations asked for measures to slow traffic to make it easier to turn in and out of side streets or back in from driveways, the County traffic engineers resisted citing the high numbers of vehicles on the road.

Contrary to what should be done, the engineering heavy approach of maintaining flow at all cost led to the recent widening of Rolling road a few miles further north towards  Liberty Road. There the former country road had still been a two-lane windy road. That every widening just makes this artery more an "outer beltway", further worsening the quality of life of residences lining the road on both sides, seems to elude the engineers. The newly elected County Executive Olszewski is currently advertising the new position of Transportation Director in the hope to get somebody in his department who understands the nexus between land use, community and transportation.
Typical suburban arterial: No safe way to cross

The State Highway Administration, like almost any highway entity in the country, works from standards in which pedestrians don't get amenities until they show up in sufficient numbers. (In technical lingo, until it is "warranted"). This is a conundrum pedestrians or bicyclists can't win. If not enough pedestrians can be counted taking their lives into their hands to reach a lone bus stop that has no sidewalk or no cross walk, no crosswalk or sidewalk will be installed. Or no bike-lane, or no signal. I liken this to counting swimmers crossing a river to determine the need for a bridge, obviously a nonsensical approach. 

No cross-walk, no ped signal and poor light on the south-side of the
fatal intersection of Rolling Road, no safety island and high speeds
All items that could easily be fixed
One can hope that the staggering numbers of pedestrian facilities will bring about a better awareness in all the new executives around Baltimore City and also in Baltimore's own DOT which is still grappling with how to implement the legislated "complete streets" bill. "Complete Streets" is the notion slowly taking root across the country, that streets are not only for cars and trucks, but that they represent a significant part of the public lands and are key for the safety and quality of life of entire neighborhoods and communities.

I a new regional approach, complete streets, land use, and transit need to play a major role. The suburbs can no longer remain the undisputed domain of driving as the only way of getting around. For pedestrian safety well illuminated crosswalks, safety islands, speed cameras and a complete set of pedestrian signals are needed at each signalized intersection.
There is such a need for this. So many use Rolling Rd to avoid Beltway backups. There may be businesses on RR, but it is mainly residential. So tired of going the speed limit and having cars pass me like I'm standing still. (Resident in response to a NextDoor posting about the crash)
It is high time to end the deadly spiral of people fleeing the older suburbs for quieter new digs in the outer periphery. It just brings more traffic and makes the inner suburbs less livable. By contrast, traffic calming, safer walking and smaller, slower streets increase quality of life in the older communities and will lead to less traffic.

Immediate and low budget pedestrians improvements should be installed in each case of a pedestrian crash.  With a new County District Court being constructed near the crash site on Rolling Road and the Beltway being widened as a result of State DOT's obsession with car centric transportation,  there it imperative that the County ends the concept of an "outer beltway" as a deadly high speed

Klaus Philipsen, FAIA


Saturday, March 23, 2019

Its not all falling apart: Small miracles in Baltimore's "Westside"

 The "Westside", or as the local merchants want me to call it, "Market Center" is my local habitat and a place that is quite representative of Baltimore at large. Three steps forward, and two back, sometimes more like two steps forward and three back. Just think "Superblock", a 18 year story of failure I have extensively covered in these columns. There are many boarded buildings and the light rail trip up and down Howard Street has been the subject of many snide remarks about the state of affairs. When it comes to Baltimore's downtown Westside, the mood can flip from hope to despair within moments, depending on what happened last.
The arts as savior? Westside Bromo District
(Photo: Philipsen)

Cliffhangers abound: The Superblock, the Mayfair redevelopment, The Lexington Market to name just a few of the bigger deals that never seem to happen. Intermittently the BBJ busts out with news of RFPs issued by Baltimore Development, new land disposition awards made and hopeful news of investments here and there.

But then the wildly successful Asian themed Night Market happened and brought out thousands to mill around in the usually desolate old retail center and as if a magic wand had been waved, actual construction activity is now more common than new paper renderings. Especially heartening is the activity on both sides of the 400 block of Howard Street, a block that was probably as dead as it can possibly be with only one building, St. James Place, occupied at the corner of Franklin Street and one in perpetual rehab mode (Le Mondo). It is still possible to overlook the mostly indoor activity, except for the dumpsters collecting demolition debris tossed out of the hollow window openings from time to time. And from my office I can peer over the rooftops, and see that several of the buildings have received all new roofs in recent weeks.One group of five buildings that sat vacant for decades is renovated by Poverni Sheikh for 39 market rate apartments and some retail. The same goup had turned the former Planned Partenthood building further north on Howard Street into a storage facility with some retail.
The Time Group apartments on Park Avenue create a solid edge
on the area's north side (Photo: Philipsen)

These more surgical operations are indicative of the new approach that may actually turn the area around without much fanfare. The new approach is mostly small, incremental and driven by a diverse slate of investors not tapped from the usual suspects which do development elsewhere in the City. Investors include the Le Mondo group and the Current Gallery, artistic users that have to cobble their funds together from many sources and who do their projects in fits and spurts often with sweat equity. There are bigger projects, too. Enterprise's new apartments on Mulberry Street probably helped to encourage Park Avenue Partners to engage on almost a full block investment between Tyson Street and Park Avenue, a project that involves the old Marticks building which, along with several old Chinatown buildings on Park Avenue is supposed to be spared the wrecking ball.
The L on Liberty: 71 affordable apartments between Liberty
and Park. Architect: Peter Fillat  (Photo: Philipsen)

Of course, in reality, the change did not happen overnight. The tandem redevelopment of the former Hutzler distribution warehouse with its popular Mount Vernon Market Place and the brand-new apartments next to it (500 Park Avenue) by Time Group shored up the northern edge, the fod hall turned into an attraction. Early on, large adaptive reuse projects such as the conversion of the former Hechts department store and the old BGE headquarters into apartments, the new construction of Centerpoint and several entertainment venues such as the Hippodrome and the Everyman Theater had fueled expectations for a rapid revival that never became reality. Still, progress was made: A whole block of West Baltimore Street around the corner from the Hippodrome was filled with retail behind nicely restored facades. All of Saratoga Street east of Paca Street is filled with shops and new apartments behind old walls, including a new hotel and Howard Street south of Fayette Street has barely any vacancies.
Neglect in the public space is rampant
(Photo: Philipsen)

Yet, the Westside is so large and abandonment so pervasive in some areas that the area could never quite cast aside its image of a run down place full of addicts and barbershops. For any new projet several old stores and businesses gave up and created new vacancies. The stately Gombrecht building on Eutaw Street burnt in a fire only to stand two years later as derelict as the fireman had left it. That BDC slogan that "The West has Zest" became over time even more ridiculous than it was at its inception and was eventually abandoned.

Once again merchants, the Market Center organization, stakeholders and BDC officials are hopeful that a break-through is near. I, too am happy to pin hope to the work crews I can hear clanging away. As I have pointed out many times before, run-down downtowns and commercial districts can revive. This is what happened in the old heart of Los Angeles, in the Over the Rhine section of Cincinnati and in our own Hampden and Highlandtown neighborhoods. For the final breakthrough of Baltimore's Westside/Market Center area to really happen, though, a better consensus is needed how the neighborhood should look like in the end.
Il Mondo: Part 1 of a larger renovation
(Photo: Philipsen)

Under the leadership of Kristen Mitchell, the Market Center Development Association is just now embarking on the effort of creating such a consensus and strategic plan. A few successful strands seems to emerge: African American and Asian themed, mom and pop shop oriented, preservation rather than demolition and lots of art and entertainment.

Klaus Philipsen, FAIA


Trade vans and new roofs: Signs of rehabilitation
(Photo: Philipsen)
















BBJ map of current projects (BBJ)

Friday, March 22, 2019

AIA lecture "Engaging The Edge": Defying Expectations for the Inner Harbor

The local chapter of the American Institute of Architects, AIA Baltimore, premiered its traditional spring lecture series in an all new format yesterday: Good bye to the old style glamour architect's "show and tell" with glossy slides. Hello to a philosopher and a climate activist, to an inspiring combination of theory and practice! And yes, including the moderator, there were two architects as well.
On the edge of water and land: Oyster program to clean the water

The local architects making up AIA's lecture committee took a considerable risk in leaving behind a format that has worked for 40 years!  But the local AIA isn't your grandfather's Oldsmobile: social consciousness and high participation of young architects who want get something done propels several committees to new levels of civic engagement.

Unfortunately, the lecture series announcement is rather obtuse. Titled "Engaging the Edge" there is talk of a swimmable harbor, of a design competition and coordination with the Baltimore journal based T3XTURE in best archispeak, according to the Urban Dictionary "Large, made-up words that architects and designers use to make themselves sound smarter than you". Examples: "initiate the overall dialogue [..] and set forth the theme of 'the edge', the nature and culture of conditions at the intersection of land, sea, and edge, explored from the perspective of philosophy, architecture, and ecology". All clear?

The first speaker, Ed Casey (The World on Edge) is a philosopher, certainly not using Archispeak, his explorations into  Phenomenology and Ontology scanning "earth, cosmos and divinity" also created a rather obtuse curtain consisting of words like geo-ontology and geo-directionality and concepts such as "land as an existential state". No glossy slides at all. But the philosophical tour de force from Greek antiquity to Hegel and Heidegger was short. It certainly pushed the minds of those who cared to listen beyond the usual spheres. Here was somebody who didn't speak so much about the looks of the built environment but about what it does to our minds. Casey made clear why the edge-condition between water and land should be of particular interest. He closed with the inspirational quote that  at "the edge of the water is where wisdom reveals itself”.
A softer edge at the Harbor: Floating grasses
Edward S. Casey identifies how important edges are to us, not only in terms of how we perceive our world, but in our cognitive, artistic, and sociopolitical attentions to it. We live in a world that is constantly on edge, yet edges as such are rarely explored. Casey systematically describes the major and minor edges that configure the human and other-than-human realms, including our everyday experience. (Casey, World on Edge book blurb)
This was the perfect jumping board for architect and professor Travis Price, FAIA (The Spirit of Place) to show actual built stuff. In this case, his work with students which he had taken around the world to build  astonishing structures of contemplation and celebration in just 9 days. His learning by doing resembles the approach of the late Sam Mockbee's teaching in the Rural Studio at  Auburn University in Alabama who was a strong believer in learning by doing. Much of Price's student projects sat right on the water's edge, in frequently highly spiritual spaces. Beautiful slides provided plenty of the eye candy of conventional lectures. Price and the students proved that one can build modern, yet authentic and site specific, with culture, poetry and ecology in mind. Price's short but esoteric presentation still left his listeners wondering how these built miracles could be tied to Baltimore's Inner Harbor.
Lecture logo
About Spirit of Place-Spirit of Design
Founded by architect and professor Travis Price, Spirit of Place-Spirit of Design is a design-build, educational program for undergraduate and graduate architecture students. Over the past 18 years, the program has resulted in a series of 17 built projects with students and local host countries, that respond to regional ecology, the diversity of the vanishing cultures, threatened historic resources, and building and craft traditions associated with the historic sites. Projects have taken place in Peru, Canada, the United States, Ireland, Nepal, Italy, and Finland. See http://www.spiritofplace-design.com/. (Catholic University)
This is where the third presenter, Carmera Thomas, Program Director at the Chesapeake Bay Foundation came in when she explained her direct actions at the Inner Harbor. She manages oyster gardening in Baltimore’s Inner Harbor, growing over 400,000 baby oysters in the harbor waters and provides hands on learning experiences which connect inner city students with the issues of water and ecology.
in April 2016, Waterfront Partnership partnered with CBF to hire a shared program manager position and form a more intentional partnership between the two organizations. The program manager helps to increase awareness and environmental stewardship and coordinates the Greater Baltimore Oyster Partnership program. The five-year-old program now includes over 600 volunteers through community engagement and Baltimore City public school students. (CBF)
Land meets water: from the Spirit of Place (Ireland)
The vision is to make the harbor “swimmable and fishable. Seeing the City students venture out on the Harbor waters was the perfectly brought to life the abstract concepts of the earlier speakers. Now it all made sense! Here was action on the edge, here was a notion that so far lives only in the mind (the swimmable harbor) and here was the spiritual act of liberating kids from their locked up condition in their often unsafe neighborhoods by transgressing that edge between land and water.
“The lighting was so bright. People had scooters. They had bikes. They had babies in strollers. What city is this? This is not Baltimore City.’ Because if you go up to Martin Luther King Boulevard” — the demarcation between downtown and the west side — we’re all bolted in our homes, we’re locked down.” (Renee McCray, a Baltimore resident speaking to the new Police Commissioner after she had recently visited the Harbor)
That the entire waterfront is essentially beyond reach is part of "The Tragedy of Baltimore". Far from being "Baltimore's living room", as developer Jim Rouse had envisioned the harbor, it has become a place for "them", the tourists, the rich, the "other" for way too many.
The excess of commerce and tourism: Entertainment at the Harbor

In spite of this perception, the reality is a  HarborPlace that is run-down and tired with failing businesses and desperate attempts of creating attractions. (Ripley's Believe it or not"). Rouse's pavilions have become barriers between the land and the water and should go, the ill conceived six and seven lane roadways ringing the harbor hold a firm grip all around the Inner Harbor and prevent easy access.

All speakers asked their audience to think about how to make Baltimore's water more accessible and an attraction for everybody, not only in the touristy way of attraction, but also in the transformative spiritual, relaxing way that water in the heart of a city can provide.
Youth access to the water: Oyster program


Starting from the big picture of the cosmos, the land and the sea, the mind and global examples the tri-part lecture was a brilliant way of setting the stage and releasing the Baltimore mind from the narrow cage of the usual loop thinking.

Klaus Philipsen, FAIA

Additional lectures will take place on March 27, April 24 and May 1, each at 6pm in the Brown Center of MICA on Mt Royal Avenue. The lectures are free and are followed by a reception. For the complete series look here
Water access for City youth: Living Classroom 

Local knowledge is at one with lived experience if indeed it is true that this knowledge is of the localities in which the knowing subject lives. To live is to live locally, and to know is first of all to know the places one is in. (Edward S. Casey)