Greatness Rising

Rising from what was way too long just an irregularly shaped parking lot is quickly Baltimore’s latest architectural masterpiece, the new University of Baltimore law school. With $450/square foot most likely one of the most expensive educational buildings in town it also promise to be one of the greenest and in many ways exotic. Like very few others it is the result of a true international design competition that brought the first price to Stefan Behnisch of Stuttgart; a victory over Foster + Partners of London, Dominique Perrault Architecture of Paris, Moshe Safdie and Associates, Inc. of Somerset, Mass., and SmithGroup Companies, Inc. of Washington, D.C.

Seen from the fabulously restored Railway Express building on St Paul Street, the new law school rises just like any other building, concrete floor slab over concrete floor slab. Nothing points yet to its singularity, at least not from this distance and angle.

Yet, what will make this building special is already in these bones. For example, the underside of these slabs will remain exposed. No ceilings will be hung to hide electric wires, ducts and the other nerves of the building. The floor is the ceiling and all the “stuff” is already incorporated in the concrete.  One would not know from looking over to the skeleton rising. And it is somewhat comforting to know, that greatness can start out looking so normal.

http://www.baltimoresun.com/media/photo/2008-11/43399194.jpg

I started my professional career in the same two story building in which Guenther Behnisch, Stefans' father had his Stuttgart-Sillenbuch office. Working in one of the off-shoots that great offices often not only tolerate but nurture, I was always taken by the Behnisch architecture which celebrated lightness, airiness and elegance. After having been in the early discussions about the design competition for this very project, I often regret that it was not me who brought Stefan to Baltimore. At the time I mistakenly thought that European firms would not participate in a competition that was not organized according to their strict competition standards in which design professionals have the last word in the jury and thus determine who gets the commission not owners. Still, has a Stuutgarter I feel a kind of homepride seeing "a Behnisch" go up in Baltimore.

Plan Maryland: The alternative is more dumb growth!

Plan Maryland is a planning tool that the State of Maryland is currently preparing and debating that brings together local land use planning and the bigger state view. In Plan Maryland one can for the first time see how local plans and thye State programs AG-Print, Green-Print and the "Priority Funding Areas" add up or where the conflicts are. The result are newly defined "designated places". Official State website   

Needless to say, that all those who want government to do nothing or that hold private property rights over everything else are going nuts over this attempt to bring some rhyme and reason in the way how land in this state is developed. The state has developed more land since 1970 then in the entire history before and the pace is ever accelerating.

Fiscal conservatives and conservatives of any stripe should see Plan Maryland as what it really is, a tool to conserve resources, both, fiscal and environmental.  SUN editorial

Below see my open letter to the Secreatry of Planning with suggestions how to make Plan Maryland better, stronger and more accepted.

Dear Secretary Hall,

I want to commend your work and commitment to undertaking the very difficult task of

PlanMaryland. I have long believed that there is a need for a statewide plan that coordinates all

state investments, transportation and land policies and coordinates also local comprehensive plans.

Such a state plan would be needed even if local plans were perfect which, of course, they are not.

The plan especially needs to address the problem that local governments, in responding to previous

State smart growth efforts, have cast the net of Priority Funding Areas far too wide.

Therefore, I fully support this effort to align state agencies goals and efforts with each other and

with key policy goals embraced by the state. I believe this will help to achieve much more efficient

and coherent smart growth policies, monitoring, and eventually bring results. This statewide view is

also a valuable tool and resource for local government to assist them in avoiding conflicts between

their policies and those of the state or neighboring jurisdictions and generally see a bigger picture.

   With the introduction of the “Designated Places” the Plan also begins to address the need for
a tighter definition of the areas suitable for development. However, these core tenets of the plan are not clearly spelled out in the Plan’s current draft form.

Convincing local government and the public about the utility and need for this plan is made

unnecessarily difficult for the following reasons:

1. The document needs a much more concise “narrative arc” that goes from analysis of trends

and data to a determination where these are in conflict with state policies. Then to metrics
that would be effective in describing these conflicts and in implementing and monitoring
change.

2. As it is, the document does not document the insights and conflicts that the overlap of the

policy layers of green-print, ag-print and growth-print have brought to light as the result of
mapping these layers into an overall plan. Instead, the maps are simply shown.

3. Further, the document does not clearly spell out how well the overall plan fares relative to the policies and goals in place, i.e. how far is the current “plan” away from the goals and targets?
 

4. Designated places consist of areas suitable for development and places to be protected. This

is confusing especially for people used to thinking in the category of PFAs.


For the work done to date to be as effective as possible I have the following suggestions and
recommendations:

1. To be truly a plan for 

Maryland’s future the metrics need to be clearer . The draft suggest a slew of metrics, probably too many to be effective. The metrics should be grouped into core metrics and derived metrics (derivates of the core metrics). The metrics need to be clearly derived from current trend failures.

2. The most important metrics must be accompanied by benchmarks, ie. numerical targets

which are developed from existing “baseline” data. Only with benchmarks can we see if we are at least moving in the right direction and when unfavorable trends will be reversed. Targets have to be achievable. More time might be needed to develop solid target figures for key metrics.

3. PlanMaryland would be strengthened by making a stronger fiscal argument for Smart

Growth. The fiscal argument should include also demographics trends toward urban living in “smart communities” and how higher energy cost supports compacter development.

 4. Transportation polices hold the key to more efficient land use and that, therefore, the full
gamut of passenger rail, freight rail, roads, trails and navigable waterways needs to be
included in the plan. This is even more important since transportation is widely controlled
through state funding and state policies.

5. The plan element of “designated places” currently lacks clarity and probably instills fear in local government. As it is refined it needs to be done in a collaborative process between state and local governments. Such collaboration    will take time. The plan will likely not be “final”or complete during 2011. It is more important to build acceptance for the purpose and framework this year than to have a “final” plan.

6. Additionally designated places should not be just quantitative and the result of data

collection but they need to reflect are clear qualitative geo-spatial concepts in which place
making features of the built environment and landscapes are considered on all scales. Not

spatial or place making goals are set forth in the plan although these clearly are important for

quality of life.

7. The plan should be clear about how it will be used and enforced. Clarity of its intent and

transparency about its implementation and enforcement strategies will be essential for

building acceptance and support for the plan. Only with acceptance and local support will

the plan create real change for

Maryland’s future.

In summary, I see great potential and utility in the concept of a State Plan and am impressed with

of Maryland, Baltimore County NeighborSpace and in other venues, I am eager to work with you in

making this plan gradually and over time ever more effective and a truly efficient tool in the quest

for real Smart Growth in Maryland.

Regards,

Klaus Philipsen,

The Uplands - Baltimore's Stapleton

Approved Uplands Masterplan as shown on the STV website

In Denver planners point to Stapleton as the nation's largest urban infill community. In Baltimore the Uplands are the largest urban infill.  However, with 12000 dwelling units and 4700 acres the former Denver airport area is 12 times the size of Baltimore's Uplands in terms of housing units and 47 times in terms of land area. http://www.terrain.org/articles/17/leccese.htm

Still, the Uplands (100 acres) is redevelopment on an impressive scale and currently especially eye popping: Everything that used to be there is gone and nothing new is built. Instead, earthmovers, backhoes and bulldozers crawl over the bare soil of an area that reaches as far as they eye can see from Edmondson Avenue. http://www.viewatuplands.com/overview.html.

There is something uplifting in the fact that such a large construction site is active in the middle of this recession and inside the City of Baltimore. Over 1000 dwelling units are planned here, many single family, many home-ownership, some rental and some mixed use along Route 40.

The Uplands, once a proud community of lower income and subsidized rental housing with three story walk up garden apartments built solidly in brick and concrete, had  fallen into disrepair and bad management in the early nineties. Soon the neighboring historic communities of Ten Hills, Hunting Ridge and Edmondson Village complained about crime and grime emanating from the Uplands and casting a pall over the entire area. The federal Department of Housing and Urban Development (HUD) finally took all 1000 units back from the management company whose boss was sent to the federal prison in Allenwood Pennsylvania for embezzlement of federal funds. His open roof Mercedes (License plate: "Sunlovr") was taken from him and one after the other 1000 units were vacated and boarded up. Clearly, this neither helped the nearby Edmondson Village Center nor the new Giant supermarket across the street and added a huge eyesore to a city in no needed of additional boarded housing. A murder in front of the remaining liquor store along Edmondson Avenue highlighted the misery further.

Finally, negotiations between Baltimore Housing, begun under Mayor O'Malley, succeeded and in 2004 HUD turned over the land of Uplands areas A and B (52.6 acres) to the City of Baltimore for $20 but with a costly provision: All buildings had to be demolished in continuation of the curious belief that badly managed and crime ridden public housing has to be razed for a better future. As if the brick and mortar themselves were the culprits of past failures. This may have been somewhat plausible in the case of the drug infested public housing highrises that had a choke-hold on downtown's east and west sides, but it seemed superstitious for these nice hilly and tree studded streets of the Uplands with its innocent but solid looking low housing stock. In fact, back in 1996/97ArchPlan once investigated options for upgrading these 1948 apartments to modern standards and found possibilities of vertical and horizontal connections to make larger units. The old units were heated by block plants via steam that was piped around, i.e. district heating, certainly a green solution, yet, it didn't include air conditioning.

But rehab wasn't on the table any more once the really big plans took shape in true urban renewal fashion. Still in 2004, the renowned Boston architecture and planning firm of Goody Clancy was tasked with creating a masterplan that would find community acceptance and still make good use of this piece of land right next to the planned Red Line transit line. The result is, in fact, de-densification of an already low density development if one takes into consideration that the 1100 new dwelling units actually happen on a  larger site. The redevelopment area grew through a side deal with the New Psalmist Church, who occupied a good chunk of land in the lower part of the area which had always caused traffic and parking problems. New Psalmist moved to the City's languishing Seaton Business  Park, and alas, the new Uplands would yet again have 1000 housing units in spite of all the new single family homes. As recommended by the AIA Urban Design Committee in talks with Baltimore Housing, the marginal businesses along US 40 (the liquor store, a gas station and a few other buildings) were condemned (a court battled ensued in which the city won) and also included in the new plan as well as some of the vast parking areas next to theWestern Skill Center, a public school vis a vis from the Edmondson Shopping Center. This allowed the new development to grow even further to have a face on US 40 and also allowed some of the much needed density right next to the planned Red Line station.

Looking today across the freshly turned soil, one can see what "big plan" means: Not a single street, not a single tree and no building has been left standing. All utilities, all grading, all roadways, everything brand-new and in a new configuration. Years after the Goody Glancy plan had been adopted, a master development team was selected consisting of Pennrose and Bozzuto, Uplands Visionaries, Cryor Development L.L.C., Harrison Development L.L.C., Scientia Uplands L.L.C., and the Southwest Baltimore Community Development Corp.
It is hard to see how this is contextual or context sensitive design or how this would comply with green site design standards under LEED, yet this is what it is, and in a strange way, it is deliberating, refreshing and so very full of promise.

Judgment on the architecture and buildings needs to be withheld until the replacement structures of the now approved phase 1 (761units) will come out of the ground with all the compromises and cheap materials (vinyl siding) that modern builders typically use. Likely the "stick-built" wood framed structures will neither match up to the solid brick walls and concrete floors of the past Upland buildings nor to the modern often well designed creations in Stapleton in which stylistic experiments pair up with surprising artefacts from the airport's past.

All compromises and delays notwithstanding, the new Uplands is a beacon of hope for Baltimore, a huge shot in the arm for the west side of the City and offers to a large extent what Baltimore needs: New urban housing that is not all rowhouses, that is rich with amenities and has good access to transit.

see also:
http://www.multihousingnews.com/news/238m-mixed-use-residential-project-takes-a-big-step-forward-in-baltimore/
http://www.baltimorebrew.com/2011/07/15/uplands-wins-approval-for-development-plan-phase-i-funding/
http://www.baltimorehousing.org/wgo_detail.aspx?id=412

Above: Standard fair: The retro design of new-urbanist builders
Below: Partial view of the Uplands development near Old Frederick Road when buildings were boarded

Same view after demolition. The initially saved trees are gone now as well

Stapleton housing

National Endowment of the Arts supports Station North and D Center

Station North , Baltimore's premier designated Arts and Entertainment district,  was awarded a $150,000, 12 month grant to support programs in the district.
D center is one of the partner organizations and hopes that this grant will lead eventually to a permanent headquarter for D center in the Station North District.

 Recently D center had been successful in obtaining a "storefront grant" from the Downtown Partnership enabling the design oriented group to occupy the former Maryland Art Place Gallery space at 218 West Saratoga Street. The opening exhibit showed the results of a design competition in which entrants were asked to develop ideas how the construction of the planned Baltimore Red Line can be turned into a positive experience.The 9 months grant period on Saratoga Street represent the "training wheels" for D center's larger presence in Station North.

D center's partner organizations are the architecture departments of Morgan State University and the University of Maryland, the professional studies program of Coppin State University, the Maryland College of Art, Baltimore AIA and the Baltimore Museum of Art.

ArchPlan's Klaus Philipsen is currently chairman of the Board of D center. For more info about D center see dcenterbaltimore.com.
The Board welcomes anybody interested in design to become a friend and collaborator of D center. Start out by friending D center's Facebook page to receive updates. http://www.facebook.com/groups/dcenterbaltimore/

This is the Mayor's press release about the NEA grant:

Mayor Rawlings-Blake Congratulates the Station North Arts and Design Coalition for Receiving Grant from the National Endowment for the Arts 

Our Town Grant will support “Revitalizing Station North through Art and Design” project.

Mayor Stephanie Rawlings-Blake congratulated the members and leadership of the Station North-based Arts and Design Coalition for winning an Our Town grant from the National Endowment for the Arts (NEA). This award is one of only 51 grants awarded nationwide. The Coalition will receive $150,000 to support a $800,000 investment to revitalize Station North through art and design.

The Our Town grant is the NEA’s latest investment in creative placemaking, through which partners from both public and private sectors come together to strategically shape the social, physical, and economic character of a neighborhood, town, city, or region around arts and cultural activities. In Baltimore, the grant will support an effort to enliven vacant lots and storefronts with creations by local artists, and monthly event to celebrate art and cultural events that take place within the Station North communities.

“Station North is a nationally recognized as the central hub of Baltimore’s arts and entertainment community,” said Mayor Rawlings-Blake. “With the NEA’s support, the work of local artists will supplement the important investments already being made by local universities, community leaders, and small business owners to ensure the sustainable revitalization of this crucial district.”

“Communities across our country are using smart design and leveraging the arts to enhance quality of life and promote their distinctive identities,” added National Endowment for the Arts Chairman Rocco Landesman. “In this time of national economic upheaval, Our Town provides communities an opportunity to reignite their economies.”

Located in the heart of Baltimore, Station North was the first area in the city to receive the state designation as an Arts and Entertainment District in 2002. Spanning the communities of Charles North, Greenmount West and Barclay, Station North is a diverse collection of artist live-work spaces, galleries, row homes and businesses - all just steps away from Penn Station and the light rail. A diverse coalition of nonprofits, government agencies, academic institutions, business and property owners, and community associations have been working together to establish the district as a regional destination for the arts and design, capitalizing on the district’s existing artist community, proximity to multiple transportation options including Penn Station, and adjacency to several universities.

“As a leading partner in Station North, MICA couldn’t be more thrilled about the NEA’s support of this transformational area,” said Fred Lazarus IV, President, Maryland Institute College of Art. “Fueled by the energy of MICA students, alumni and faculty and supported by the College’s Graduate Studio Center, Station North has become Baltimore’s artistic center, attracting creative individuals from across the country to take part in its development. Station North, with its galleries, performance spaces, eateries and shops, is an economic engine for the city, and with this grant, can continue to grow as a nationally recognized hub of emerging music and art.”

“The leadership of the Station North Board has recently developed a strategic plan in collaboration with the community, City, local artists, designers, business owners, and developers, and the Our Town grant will create additional momentum for Station North to continue to evolve into a center of creative energy for the Baltimore region,” said Mike Molla, Board Chair, Station North Arts & Entertainment, Inc. “With NEA support, Station North is poised to begin its second decade as a State-designated arts district on an extremely positive foot.”

“The Our Town grant enables us to accelerate the growth of arts and entertainment venues and opportunities for artistic expression within the Station North Arts and Entertainment District as other major in the redevelopment projects progress,” said Joseph McNeely, Executive Director, Central Baltimore Partnership. “In recent years, there has been nearly $500 million of development in the central Baltimore area. The artistic and cultural development has been a catalyst for that momentum. It is important that opportunities for art and design grow with the area.”

The Station North Arts and Design Coalition consists of the following partner organizations:

• Station North Arts & Entertainment, Inc. manages the Station North Arts & Entertainment District by supporting artists and designers so they can thrive personally and professionally; attracting and retaining local businesses; and welcoming others from across the city and beyond to experience all the District has to offer.
• Maryland Institute College of Art (MICA), founded in 1826, is the oldest continuously degree-granting college of art and design in the nation. Redefining art and design education, MICA is pioneering interdisciplinary approaches to innovation, research, and community and social engagement.
• The Central Baltimore Partnership marshals the talent and resources of neighborhood organizations, non-profits, educational institutions, private businesses, and city government agencies.
• D: center Baltimore increases awareness and expectations for quality design in the region and facilitates connections among Baltimore residents, design professionals, artists, universities and institutions, who believe that design has the power to revitalize individuals, institutions, and communities.
• The Baltimore Office of Promotion and the Arts produces high-quality special events, festivals and arts programming that stimulate communities economically, artistically and culturally.

The National Endowment for the Arts was established by Congress in 1965 as an independent agency of the federal government. To date, the NEA has awarded more than $4 billion to support artistic excellence, creativity, and innovation for the benefit of individuals and communities. The NEA extends its work through partnerships with state arts agencies, local leaders, other federal agencies, and the philanthropic sector.

Monte Carlo in Baltimore?

If you think that the Inner Harbor area has recently changed dramatically, you are right. Concrete walls and chain link fences and the cutting of hundreds of trees are signs of "great" things to come. Indy car racing downtown. "Putting Baltimore on the map" (Councilman William Cole), "Game changer" (Mayor Rawlings Blake) and "this weekend will be for  hotels and restaurants like no other" (Cole again). Generally, the consensus of those in power appears to be the same as for all other mega investments that are subsidized by taxpayers: It will be good for Baltimore, it will line the pockets of business and in some kind of trickle down the city tax coffers as well as all Baltimoreans will somehow benefit form all the money that will spend by visitors. This way the millions of taxpayer money seem like a real investment, right?
Some people wondered right away what such a race weekend would do to Baltimore's newly found image as the "Greener and cleaner Baltimore", to its image of a city that loves art and music and just recently was discovered as a darling of the creative class. Then a seemingly never ending series of road construction lane closures made commuters wonder about the wisdom of spending all this money for two days of racing. Then concrete walls and chain-link fences went up in the middle of summer and make our urban "living-room" at the Inner Harbor look like a prion courtyard right in the middle of the summer travel season when the bulk of visitors come to Baltimore. Then, just last week, somewhere between 80 and 130 trees went down for grandstand construction. This seems to be the straw that might have broken the camel's neck. How many people really love Indy racing that much? Compared to the tens of thousands that are inconvenienced not just for a day or two but month after month and who find car racing repulsive, no matter where and especially downtown, a place that the same tax dollars for years have subsidized to foster walking, biking, shopping and eating, all activities totally at odds with car racing.

Not even the Indy race organizers who are the result of a merger between the original Indianapolis Speedway oval races ("Indy") and CART who like city courses are in agreement if downtown races really work for cars designed for high speed oval races. "But the American public has made it very clear they will not accept European-style road racing. It's not even an arguable point. It's a fact. I'm telling you that would be a big mistake"    says one of the racing veterans. Of the 17 venues for the 2011 season only a few are downtown street races instead of races on a dedicated oval racecourse. Street races take place in Long Beach, CA and in Sao Paulo, Brazil. However from checking online, one doesn't get the impression that these course are in no setting that is nearly as sensitive as Baltimore's Inner Harbor, Convention Center and Camden Yards area. Lon Beach accommodates the race for a long time, yet official statements are somewhat subdued such as this printed in the Gazette (Montgomery County) on 8/5/2011:
In Long Beach, Calif., where organizers have hosted a Grand Prix race through the streets for nearly 40 years, the event has had a hand in turning the city from a seedy Navy town to a tourist destination where new condo buildings tower over the course.
“These events can be very providential in terms of deliverables to a city,” said Jim Michhaelian, president and CEO of the Grand Prix Association of Long Beach. “That's not to say that there are no downsides or issues that arise because they're big events that take part in the (heart) of a city. Whether that enhances the redevelopment or showcases what has always (been there), all of those things are positive.”

And in regards to the comparisons to European road racing: The Grand Prix de Monaco (Monte Carlo) in business since 1929, is raced with much more civilian looking Formel 1 race cars at much lower speeds.

Thus the great event might even be casting its shadow the mayoral race in Baltimore. Although none of the candidates has yet denounced the race as foolishness. But even if everybody would agree after labor day that this was a singularly bad idea, the contract goes to 2016, one year after the new mayor's first term will have been completed.


This from organizer's webpages and Wikipedia:

The 12-turn, 2.4-mile circuit incorporates two downtown Baltimore landmarks -- the Inner Harbor and Oriole Park at Camden Yards -- and features a hairpin turn, a couple of chicanes and a long straight leading into a hard right into Turn 1 on Pratt Street.

For spectators, there are great grandstand locations in addition to a Family Fun Zone and a Sports Action Zone.

On May 5, 2010, the event was announced thus: http://www.indycar.com/news/show/55-izod-indycar-series/37225-baltimore-race-moves-closer-to-green-flag/

A plan to bring the IZOD IndyCar Series to the streets abutting Baltimore’s Inner Harbor cleared its final city hurdle May 5 as the Board of Estimates agreed to a five-year contract with Baltimore Racing Development Corp.
The panel unanimously approved $8 million in state and federal funds to prepare 2.4 miles of roads for the potential race weekend. The promoter, which must donate at least $100,000 every year to local non-profit organizations as part of the agreement, is seeking to have the sanctioning Indy Racing League add the venue to its 2011 schedule.
“We are very pleased with the outcome of the Board of Estimates’ unanimous vote as it is a key step in bringing the Indy Racing League to Baltimore in 2011,” said Terry Angstadt, the Indy Racing League’s commercial division president. “We will be working with the promoter to finalize a sanctioning agreement in the coming weeks and will announce more details regarding the future race at that time.
“Baltimore is a great fit for the Indy Racing League as it gives us a presence in the Mid-Atlantic region.  Baltimore Racing Development, as well as the city of Baltimore, has been very enthusiastic throughout this process and we are confident they will put on a first-rate event to showcase the stars and cars of the IZOD IndyCar Series.”

 Mayor Stephanie C. Rawlings-Blake, City Council members and representatives from Baltimore Racing Development Corp. made the announcement at a news conference outside City Hall.
The promoter group estimates an influx of $250 million to the city through ticket sales, hotel stays and restaurant business over the five years as well as $11 million in direct tax revenue.
"This, my friends, is what we call a game-changer," Rawlings-Blake said.
Baltimore would join Long Beach, Calif., Sao Paulo, Brazil, St. Petersburg, Fla., Toronto and Edmonton, Alberta, as street circuit events on the IZOD IndyCar Series schedule. This year’s 17-race schedule also includes road course events at Birmingham, Ala., Watkins Glen, N.Y., Sonoma, Calif., and Lexington, Ohio, plus eight oval events. 
A loop of streets surrounding the scenic and busy Inner Harbor entertainment district and Oriole Park at Camden Yards (where pit lane would be located) will compose the racetrack. City transportation workers will begin preparing streets later this month – a process expected to take a year.
"This event could put Baltimore on the map for all the right reasons," Council member William Cole IV, whose district would play host to the race course, told The Baltimore Sun. "The festival atmosphere will bring people into the city who have never been here before, and the restaurants, hotels and businesses are going to have a weekend like no other."

from Wikipedia:
The 2011 Izod IndyCar Series season is the 100th season of American open wheel motor racing. The season will consist of seventeen events over the course of a seven-month season. Its premier event was the 95th Indianapolis 500, run on Sunday, May 29. The events will take place in twelve states of the United States, as well as in Canada, Brazil, and Japan.
 

ArchPlan TOD Projects part of National Conference Workshop

The 2011 national transportation/land use conference "Railvolution" will take place in Washington DC. I worked with conference planners on the goal to make Baltimore the destination of one or several "mobile workshops".
A tour of Station North was proposed that would highlight the Arts and Entertainment District and its new investments and developments that are in part fueled by the proximity to Penn Station and its access to DC. The program was  accepted and is now part of the official program as described below. The mobile workshop will include the ArchPlan designed projects of the Station North Townhomes (Somerset Development) and Printers Square (Osprey Development).

Printers Square Courtyard

Station North townhomes on Calvert Street

Printers Square as seen from Mt Royal Ave

Baltimore: Commuter Rail and the Creative ClassTuesday, October 18, 10:00 am–5:00 pm

Baltimore’s TOD story is a truly urban tale of successes, challenges, creativity, partnerships and opportunism. Ride the MARC Penn Line commuter rail which carries approximately 21,000 passengers per day to and from Baltimore. Arrive in Baltimore and explore the Station North Arts and Entertainment District including tours of adaptive re-use projects and mixed-use TOD around the transit station. Experience the area’s history at the extensive Baltimore Streetcar Museum, which includes examples of almost every major type of streetcar that ran in Baltimore until the 1960′s, and hear from neighborhood groups and developers about recent efforts to stabilize the neighborhood and reclaim status as the cultural heart of the City through community festivals, artists housing, historic re-use and rehab, mixed-use TOD, new development, and targeted public investment.  Cost $60.

http://www.railvolution.org/conference-program/mobile-workshops