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Support Brian Fagan for One Great Cedar Rapids

Tomorrow citizens of Cedar Rapids will choose our next mayor and three council seats. I am supporting Brian Fagan for mayor, because he has the leadership, understanding, and passion Cedar Rapids needs.

Brian has exhibited strong leadership as an at-large council member the past four years. He stepped up during the flood, taking charge as the voice for Cedar Rapids, and has represented our city positively and professionally to visitors, national media, and dignitaries. As exhibited in his positive, articulate campaign, he stands by his decisions and has results to back them up.

Brian Fagan is the only candidate who has demonstrated to me a real understanding of the complexities at hand with the flood recovery and current city operations. This should be expected as he’s the only candidate currently on the council who has been involved with the city’s post-flood operations and decisions for moving forward. He understands the importance of quality of life (arts, culture, recreation, etc.) to job growth and retention. Brian has given a sensible, honest response to every contested issue brought to him by citizens and his opponents Ron Corbett and P.T. Larson.

One major issue of contention has been the city’s substantial use of “out-of-town consultants” since the flood. The firms with the largest pay out from the city have been New York-based Adjusters International, and Watertown, MA-based Sasaki Associates. (Gazette 9/20/09) Additionally, locally-based OPN Architects is now playing a major role in future city facilities planning.

Adjusters International was hired to assist the city with maximizing financial recovery from insurance claims and FEMA grants. So far an additional $75 million has been secured for rebuilding of city facilities. Sasaki Associates was actually hired one month before the flood to design a riverfront redevelopment plan for the city. Their task quickly changed to developing a redevelopment and reinvestment plan for flood-ravished areas, through an extensive public participation process. We now have a comprehensive action plan for redevelopment and community improvements over the next ten to fifteen years.

Finally Cedar Rapids, more than ever before, needs a leader who loves this city – one who’s engaged in its history and passionate for its future. Brian Fagan is that candidate. He is forward-thinking, enthusiastic, and “committed to building one great Cedar Rapids.” Please support Brian Fagan for mayor on November 3, for the future of Cedar Rapids.

Better Transit for Cedar Rapids

The second CR Transit Study open house was held on Tuesday, October 20. The study is being conducted by SRF Consulting Group and Bourne Transit Consulting to analyze the current system and propose route changes to improve service. Various route options were presented at this week’s open house. The consultant’s final recommendations will be presented at a third and final open house on November 24.

During the summer I took a stab at my own hypothetical plan for improving the CR Transit system, developing a nearly complete system of modified and new routes. While my plan was much more idealistic and simply based on my own general knowledge and assumptions of transit operations and Cedar Rapids, I ended up not completing it. My original intent was to create a new route system with multiple transfer hubs – downtown, Lindale, Westdale, and the AEGON area at Blairs Ferry and Edgewood Road NE. My incomplete proposal is seen below. Click the image for an interactive Google map.

Laying out the routes proved more difficult than I figured, because I attempted to maintain similar route distances between hubs so buses could realistically be scheduled to meet at the same time. Using the distance and schedule of CyRide’s main fixed routes (Red, Green, Blue, Brown) as a rule of thumb, I tried to keep each route at around 7.5 – 8.5 miles (in each direction) to correlate to about 35-40 minute of travel. I was also hesitant to remove much existing physical service, even though a big issue with the current system is routes that loop throughout residential streets simply to increase the physical transit coverage without adding addition routes, but at the expense of directness and travel time.

A route hierarchy system was something I tried initially, with a system of four to five high frequency cross-town routes between major hubs, complemented by shorter, less frequent “normal” routes. This was based on Metro Transit’s High-Frequency Network in Minneapolis, with twelve major crosstown routes that operate buses every 15 minutes or less throughout the day. I quickly discovered a hierarchical system would not really work in Cedar Rapids because of its relative compactness (compared to MSP) and low ridership. However, a higher frequency could make sense along certain corridors, such as First Avenue between downtown and Lindale, which is a consistently busy route section already.

Proposed Route Modifications
It was interesting to look at the consultant’s proposed route change options and see how they compared with my own ideas. Generally I agree with most of the proposals and think they will help the system function more smoothly and provide more opportunities for alternative transfer points and route connectivity later on. Each route was provided a minimal modification scenario and a moderate modification. I won’t go through all of them since I wasn’t actually at the open house, and Samantha Dahlby has already written an extensive review on several of the route modifications on her Bus Party blog. However, I would like to comment on Route 3 and the 5’s.

Above is the minimal and “moderate” route modification proposed for Route 3 that was presented at the open house this week. The green represents unchanged sections of the route, red is removed sections, and blue is for new sections. As you can see, the minimal modification is just that, only removing a few small loop sections, but the route stays essentially the same. These minor changes would reduce overall route distance slightly, allowing the bus to run a full trip within 60 minutes without having to fight the schedule. Next, the “moderate” modification is actually quite extreme – it removes the route all together. The justification is low ridership and that a few other routes serve the area close by, including 4, 6 and 5B. Personally I have issues with this because it is the route I’ve used the past three summers to get to work, because it runs right behind my house. The Route 5’s, which run along First Avenue East, is about a five blocks away, which isn’t bad, but it certainly wouldn’t be as convenient. Luckily, I don’t foresee this option being implemented, but we probably won’t be seeing any service frequency increases on Route 3 anytime soon.

Route 5 is currently made up of three separate routes: 5B, 5N, 5S. All three run along First Avenue East from downtown to Lindale Mall, which from there they split into three different routes. 5B serves northern Cedar Rapids and Hiawatha via Blairs Ferry and Boyson roads. 5N (5 North) continues into Marion and loops around the northern half of the city. 5S (5 South) runs through the southern half of Marion. One of the 5 buses departs downtown every 30 minutes, providing half-hour service along First Avenue between downtown and Lindale during all hours of service. But each individual bus only actually runs every 90 minutes, so beyond Lindale Mall, the 5’s only ever run at that frequency.

All of the consultant’s proposed modifications to the route 5’s are past Lindale. I don’t have much to comment on the changes specifically, but ultimately I think the areas served by the 5’s, particularly Marion, would be better served by making the segments beyond Lindale separate routes with individual identification. In my proposal, I had a route running along First Avenue between downtown and Lindale, then connecting routes would run into Marion and north Cedar Rapids. Since the heaviest ridership on the 5’s is along First Avenue between downtown and Lindale, it might be feasible to have a shorter route with an even higher frequency than the current 30 minute headway. Then Marion could be served by either one or two looping routes, providing more frequent (likely 30 minute) service within Marion, with connection to routes at Lindale to go toward downtown Cedar Rapids or elsewhere in the northern area of the metro. Separating the three 5 routes individual would also help avoid the confusion of having three separate routes all numbered 5.

Information and Marketing
Additionally, better information and marketing would help make the system easier to understand and potentially more attractive to “choice riders” – those riders who are not dependent on transit as their primary means of getting around. It is important to make transit information readily available in a variety of mediums: on board, in bus shelters, and online. The only information currently provided consists of individual route maps and schedules, displayed in the temporary waiting room trailer at Lot 44, in pamphlets on board buses, and on the CR Transit website. There is now a comprehensive system map available on the Corridor MPO website, but it is not available directly from the transit website, nor is it available to those without internet access. Graphically it is not very professional or legible. A professionally designed system map needs to be made to improve legibility, as well as public image of the system.

Service stops along bus routes are currently marked with generic bus stop signs that denote which route or routes serve that particular stop. Several stops around town have bus shelters, but they do not display any addition transit information than a stop with only a sign. These shelters would be a good opportunity to improve convenience / user-friendliness by displaying a system map and schedule information for the route or routes that service the particular stop.

Another information improvement would be to standardize and rename bus routes. Instead of just being numbered, each route name should also include the major destinations or endpoint of each route. It might also be helpful to specify the direction of a bus along a particular route when applicable. Another strategy to make routes more identifiable and easy to remember is to assign a particular color to each route. For example, CyRide identifies each route by number, color, direction, and endpoint destination, such as #1 Red East / Mall via Hospital. Since Cedar Rapids has 12 – 14 routes (depending on how you count the 5’s), that may be too many to effectively distinguish each route by color, but including major destinations and endpoint in route titles would be useful. Especially now that CR Transit has four new Gillig buses with programmable LED destination signs, with more coming, they need to be utilized. Right now they only display the route number, providing no information on where it is going or what you connect to from it. (There are a few exceptions – some of the old RTS buses have roller signs with some detail such as “Route 1 – Ellis.”)

Another key part of improving transit and attracting more riders, is to promote the system through branding and better marketing. I don’t mean advertising, but some simple steps to increase visibility and making the system more attractive and user-friendly. A new website, perhaps even with its own URL ( www.CRtransit.com instead of www.cedar-rapids.org/transit maybe?), with useful, easy-to-navigate schedules, detailed maps, and information on transferring between routes would be a helpful resource. Getting on Facebook and Twitter, too, could increase visibility even more, and be used to provide instant service information to riders. These would be relatively inexpensive, yet critical, ways to make transit more accessible and attractive to choice riders – those who are not dependent on transit. Additionally it would finally provide those dependent on the bus system the most basic of transit information.

Like all across the country, more people in Cedar Rapids are looking to transit for an alternative to driving everywhere. Environmental concerns, a renewed interest in urban living, and most importantly, rising gas prices have created a renewed interest in transit and demand for more service all across the country. The Cedar Rapids Transit system has been lacking for years and is long overdue for improvements so it can be a more viable, efficient means of transportation. Now is the right time for us to be planning and implementing initial transit changes, just as we are planning for an even better Cedar Rapids as we rebuild following the flood. The increased public interest, particularly among younger, potential choice riders makes me optimistic for the future of transit in Cedar Rapids. The third and final transit open house will be held November 24, where final recommendations for route changes will be presented.

> CR Transit Study Open House 1 – System Analysis (9/22/09)
> CR Transit Study Open House 2 – Proposed Route Modifications (10/20/09)

Solar Decathlon 2009

The 2009 Solar Decathlon competition is underway in Washington, DC. Twenty teams from around the world, including Iowa Sate University, arrived last week to reassemble their solar houses along Decathlete Way on the National Mall. Public tours began yesterday and continue through next Sunday, October 18. All twenty solar houses will be closed to the public on Wednesday for judging and measurement purposes.

It has been interesting and exciting to watch the project progress from design to construction here at Iowa State. So far the Interlock House has been doing pretty well in the score standings, which are judged on ten categories and continuously updated throughout the week.

Seen above is Iowa State Project Engineer Tim Lentz working on the Interlock House roof on the National Mall in DC on Tuesday. The photo was featured on the White House blog this week. (Photo credit: Stefano Paltera / US Dept. of Energy Solar Decathlon)

> Solar Decathlon
> Iowa State University Solar Decathlon
> Iowa State University Solar Decathlon Blog
> ISU Solar Decathlon (interlockhouse) on Twitter

Overheard on the Bus

I came across the “Overheard on Cambus” blog, where passengers and drivers alike can submit stories “overheard” on the bus. It was started in mid September but already has dozens of posts. After doing a quick search I discovered there’s also an “Overheard on CyRide” blog, which actually appears to have been started a month earlier in August, but so far has not picked up like the Cambus blog has.

Cambus is the university-operated campus shuttle system at the University of Iowa and is nearly entirely student run. CyRide is operated by the City of Ames, but the majority of passengers are Iowa State students. With a large proportion of student drivers, including myself, CyRide combines the fun and easy going culture of a college bus, with the professionalism and customer service of an urban public transit system.

> Overheard on Cambus
> Overheard on CyRide

The Value of a Friendly Bus Driver

Fellow Cedar Rapids Transit advocate, Samantha Dahlby wrote on her Bus Party blog about her appreciation for the friendly and helpful bus drivers. I would agree that an overwhelming majority of CR Transit drivers are friendly, but with both a driver’s and passenger’s perspective, I often find myself either critiquing drivers or considering ways to improve my own passenger relations.

At CyRide, providing value-added service to customers is number three of four core principles, just behind 1. safety, and 2. waving to other drivers. : ) I delight in providing friendly service to passengers and honestly consider it one the perks of my job. As a university student, interacting with so many different members of the community while driving a bus has really given me a sense of connection with the Ames community that a majority of students may not experience.

Samantha is a member of the Corridor Metro Planning Organization and organizes monthly “bus parties” to encourage those unfamiliar with the Cedar Rapids transit system to try it out. Increasing awareness is an important step among many to start improving transit in Cedar Rapids, which is currently lacking for a city of its size. Check out the Bus Party blog for more information and to read some commentary and ideas from another local transit advocate.

This is probably also a good time to once again plug the Corridor MPO’s CR Transit survey. Feedback will assist the consultants currently studying short term transit improvements and changes. The first of three open houses for the study will be held this Tuesday, Sept. 22, from 6pm – 7:30, at the Crowne Plaza Ballroom. Unfortunately I won’t be able to attend, but look forward to seeing what changes the consultants propose.

> Cedar Rapids Bus Party
> Cedar Rapids Transit Survey
> Corridor MPO

Studio to St. Louis

Old North St. Louis

Fall classes began August 24, at Iowa State. I’m now in my fourth year of the architecture professional degree program in the College of Design. As expected, it was a quick transition back into managing workloads of classes, studio, and my job at CyRide.

Our studio this semester focuses on community based design and urban revitalization. The project is for a “community arts collaborative,” a hybrid of arts-related programs, education, community center, and live/work residential units for artists. The project site is in the Old North neighborhood in St. Louis, which is laden with empty lots and decaying buildings, but benefits from a strong community base. Neighborhood improvements are being spearheaded by the Old North St. Louis Restoration Group, and the Urban Studio. Our project is not exactly “real” or for a real client, but we will be meeting with residents and neighborhood groups who are interested in our proposals.

Tomorrow we are traveling to St. Louis for five days to visit the site, meet with neighbors, and see what else the city has to offer. This field trip and project will be an interesting contrast to all previous ones, with a site context and city that has experienced extensive decay. The figure ground shown was helpful for context research and programming proposals we have been working on the first few weeks.

CR Transit Survey

The Corridor MPO has posted an online survey to provide initial feedback for the CR Transit study currently underway by SRF Consulting Group and Bourne Transit Consulting. If you are interested in seeing transit improvements in the Cedar Rapids area, please take a moment to take the survey.

> CR Transit Survey

CR Open House #2

The second of three open houses will be held this week to gather public input on the future of flooded city facilities and master planning for Parks & Recreation. This open house will be divided into two different times to be more convenient for more citizens to participate. Both at the Crowne Plaza ballroom, the first will be tomorrow, Tuesday, August 18, from 4p – 7pm, and the second will be on Wednesday from 11:30am – 1:30pm.

For more info visit Corridor Recovery.

DC Chillin’

I returned last Tuesday from a week in the Washington, DC, area. My friend Cece and I went to visit another friend Spencer, who goes to school there. This was my fifth time to the nation’s capital, while it was Cece’s first, so it was a good mix of seeing different neighborhoods and the obligatory museums and monuments.

We flew into BWI Wednesday, Aug 5, and took the MARC Penn Line to Union Station in downtown Washington. All previous times visiting I’ve flown into Reagan National Airport, which is literally across the river from DC, in Virginia. It has Metro service on the Blue line so getting into the city is a breeze. From BWI, we first had to take a shuttle bus to a remote parking garage where the MARC stop was at. Then we waited about twenty minutes for the train; meanwhile a few Amtrak Acela trains zoomed through. It look 30-40 minutes to get to Union Station in DC. Our first day was spent just walking around downtown and the Mall area.

The next two days, Spencer had reserved a Zip Car, so we ventured into Maryland and Virginia, far beyond the Metro lines. On Thursday we drove to Annapolis and spent a few hours exploring the historic capital city and enjoyed a delicious lunch at a local seafood restaurant, Backyard Bar & Grill. Annapolis is a beautiful place with brick everywhere. The scale and density of buildings in the city’s historic center is so unusual compared to what is typical in much of the country, particularly outside the east coast. On Friday we went to Shenandoah National Park in Virginia, where we took a nine mile hike up Old Rag Mountain.

Saturday morning we spent a couple hours at museums and the National Mall. In the afternoon we had a corn party grill out at a townhouse in Georgetown where a friend of Spencer’s was getting ready to move out of. It wasn’t “Iowa sweet corn from the back of a pickup truck” but it was good nonetheless. On our walk back to GWU, we passed through the new Georgetown Waterfront Park, along the Potomac River that most recently was used for parking lots. It was refreshing to see a modern, urban park in Washington, where most public spaces are decidedly more formal.

That evening we went to a Nationals Game at their brand new stadium on South Capitol Street by the Anacostia River. I’m normally not a huge fan of baseball, but I enjoy the atmosphere and it was neat to see the new stadium. The area surrounding the stadium is undergoing intense redevelopment with a number of new, large office buildings replacing mostly run-down housing.

Sunday was spent visiting a few other museums including the Renwick Gallery and the National Portrait Gallery, neither of which I had been to before. The Renwick, sitting at the corner of Pennsylvania and 17th, just across the street from the White House, had a delightful collection of American folk art. At the National Portrait Gallery I enjoyed seeing the infamous presidential portraits and WPA era paintings. In the middle of the museum is an enclosed courtyard (see image to left) with a beautiful undulating glass and steel ceiling. Designed by Norman Foster and constructed in 2004, it reminded me of the Great Court at the British Museum in London, also designed by Foster. Despite being an extremely hot day outside, inside the courtyard was very comfortable. With a cafe and lots of seating it would be a pleasant atmosphere to have lunch or meet someone for conversation.

Capitol Hill
That afternoon we took a walk around the neighborhood of Capitol Hill, stopping by the recently reopened, historical Eastern Market which was severely damaged by a fire in 2007. Inside the building is mostly meat counters and perishables, while other market vendors set up along the exterior and a parking lot across the street. The market was closing up for the day, but I managed to get inside behind two other explorers to see the refurbished space. We then headed further east along residential streets. Away from Pennsylvania Avenue the neighborhood is almost entirely residential, with a few corner stores, laundromats, etc. every here and there.

Nearly all the housing here is in townhouses, mostly attached. Unlike older neighborhoods like Georgetown and remaining houses closer to downtown, this area had a little more room to breath. On many streets the houses were actually set a good distance (10-25 feet) from the sidewalk so they had private front yards. We all agreed it would be a nice place to live. It has historic charm with strong urban qualities, but calm streets with tree shaded sidewalks.

On our way back toward downtown we walked a few blocks north up to H Street NE, where rail tracks are being laid for one of DC’s new streetcar lines. H Street is a wide, commercial street with a mix of large and small storefronts, some newer strip centers, and an unsightly public storage facility. Most businesses were gated up and closed for Sunday. Despite its seedy appearance, H Street is up and coming, and the streetcar line should help accelerate even more improvements.

Rosslyn – Ballston Corridor
Monday morning I went on my own to explore the Rosslyn-Ballston corridor in Arlington. I took the Metro out to Ballston and then started walking. As walking around became tiring, particularly in the 90 degree heat, I grew apathetic to explore much more. The massive extent of metropolitan sprawl here clearly can not be comprehended with one week visiting and walking around. Outside of the District, the non-gridded, non-contiguous urbanized region goes on for miles. There are many instances of urban form outside the city, some new and artificial, and some long established. It is a very different scene than metropolitans, large and small of the midwest. Admittedly, I would love to be able to drive all around this area in a car just to get a better comprehension of what the many places and spaces in between are like. Looking at a map or even satellite images is simply insufficient to grasp, and one certainly could not see everywhere by transit either.

Most of the large office buildings are clustered within 2-3 blocks to a few major thoroughfares. Despite wide, busy roadways there are wide sidewalks with decorative streetscaping, a good amount of pedestrian oriented ground-level businesses, and a general feel of real urbanism. In a couple places I strayed off the main road by a few blocks to see the “real Arlington” where large office buildings quickly transitioned into single-family residential. A lot of the houses were characteristic of mid 20th century East-coast suburban development, mostly with brick veneers in reverence to the more traditional Colonial Revival style. On other streets, though, homes were more characteristic of late Victorian and craftsman, that are common in older neighborhoods around the midwest. Some homes appeared to be renovated or possibly completely new, some keeping with the craftsman style, with others more contemporary, as pictured to the right.

I met back up with Spencer around lunchtime, while Cece was spending more of the day visiting museums. We went up to U Street for lunch and continued walking north passing through Meridian Park, all the way to Columbia Heights Metro. The station is located by a major retail center on 14th Street NW. The DC USA development includes a Target store, Best Buy, Staples, and fitness club among other stores and restaurants. I have always found big box retailers in urban contexts very interesting, so this was fun the check out. Target seems to be leading with many urban stores around the country, and inventive architecture at their newer suburban stores as well.

Silver Spring
After this we hit up Silver Spring, another major “downtown” in the region, just outside the northern limits of DC. Silver Spring, along with Bethesda, is one of the shining stars of Montgomery County, Maryland. Amidst more single family housing, the urban business district merges subtly with surrounding neighborhoods. A major destination is “Downtown Silver Spring”, a former enclosed shopping mall that has been mostly redeveloped into urban blocks of retail storefronts. A plaza area and fountain on Ellsworth Drive, the mainstreet of “Downtown” acts as a centerpiece. But downtown Silver Spring is much more than this shopping mall disguised as authentic urbanism with many additional businesses, restaurants, and housing in new and old buildings.

Near the “Downtown” shopping area, an open half-block lot had been artificial grass turf for a few years and was quite successful as public space, where people gathered and children played. I remember visiting the turf in 2007, and was surprised by how active it was. Now the site is under construction for a new Silver Spring Civic Building on the far end of the site with a Veterans Plaza in place. The plaza will act in many ways like the turf did, as a public space for people to gather informally and for events, such as the Silver Spring Jazz Festival. It should be noted Silver Spring is not actually an incorporated city and is governed by Montgomery County. There are few incorporated cities in Maryland’s Montgomery and PG counties that surround the District, but many places are considered towns or cities informally, such as Silver Spring.

National Cathedral
Tuesday, our last day in DC, we took a tour of the National Cathedral in northwest DC. It is an incredible building with several unique and characteristically American quarks. While most cathedrals were built hundreds of years ago, this one was only completed in 1990, after a long construction span of 83 years. Imagery and symbolism represent not only historic Christian stories and ideals, but also include modern elements of national and cultural significance. For example there is one stained glass window illustrating the solar system with a real moon rock brought back on Apollo 13. Also there is a discrete gargoyle of Darth Vader, expressing pop culture contemporary with the cathedral’s construction.

The cathedral is not directly adjacent to a Metro station, so it afforded us a short walk through a quiet residential area from the Cleveland Park station to the east. The walk back was quite a bit longer with a missed turn on the way to the Woodley Park – Zoo station, one stop south of Cleveland Park, for reasons none other than to see something different than the walk there. Nevertheless it was interesting to see a less dense, yet undoubtedly stately residential area of Washington.

Rockville Town Square
When back to the Metro, we rode up to Rockville, a few stops out into Maryland. I was interested in seeing the Rockville Town Center redevelopment that commenced in 2004, to replace a long ailing shopping center that in a previous decade replaced the city’s original downtown in the name of urban renewal. Much of the mall was torn down, with parts of it remaining that include a row of restaurants and a movie theater, though it’s not obvious to the unknowing visitor that it used to be a mall. Phase 1 of the town center project was Rockville Town Square, a four block area that has been built up with urban-scaled buildings connected with the existing town street grid with a wonderful public plaza as its focal point.

The view from the Rockville Metro station gives no indication of a walkable, welcoming urban space just a few blocks away. The Rockville Pike thoroughfare creates a minor barrier, along with a large, bland concrete office complex. A semi-enclosed pedestrian bridge over the road at least provides a safe means to cross on foot. We actually crossed the road on foot, not knowing exactly where the town square was, and passed the large office structure to where you could get a glimpse of something more humane and inviting. From our approach, we first came to the old mall remanence containing some restaurants and cinema, a block before the actual brand new development. I could tell this strip wasn’t as new as the town square developments. Across the street from the restaurant row is a large parking lot taking up the entire block. New buildings in the town square development were on the other side of the parking lot, so we headed in that direction.

The actual Rockville Town Square plaza is surrounded by the new buildings, all around five stories tall, so it is almost hidden. The new buildings stand in pretty stark contrast with existing Rockville Buildings that are mostly bland concrete boxes and towers. One calmer city street goes right through the town square development, where it becomes much more decorative and pleasant. With relatively narrow street widths and buildings built up to the sidewalk, the town square is revealed and opens up as you approach it.

The square was quite active today. There were a few restaurants facing the square with outdoor seating. Others were eating or just relaxing on one of the many benches and seats. Kids were playing in the fountain. We got burgers at a Five Guys and ate on one of the benches. Besides retail and restaurants, and of course apartments and condos on upper levels, a major tenant at the town square is the Rockville Public Library, also in a brand new building. The two-story library building is situated at the corner of the plaza next to the one traversing street. At the corner on the first level is a restaurant. The actual library entrance is on to the square. Inside is a large two story atrium with stairs to the second level. One exterior facade is undulating, giving the library a fun and modern aesthetic, standing out from the other more traditional looking buildings around the square.

I really enjoyed visiting Rockville Town Square. Despite being brand new, it felt mostly like real city streets, real public space, not like a corporate “town center” shopping mall or completely separated New Urbanist development. With that, it felt a little hidden away behind larger, existing buildings and barriers like the Rockville Pike. Also since the town square is almost fully enclosed by new stylized buildings, it seems almost isolated from the rest of the actual city. But if this form of redevelopment continues I imagine it could provide a better connection between the square and surrounding neighborhoods. I look forward to visiting Rockville again someday.

Overall another enjoyable visit to DC and surroundings, though my past two visits were in March, so I wasn’t quite ready for the extreme heat and humidity. I think DC would be a neat place to reside someday, so whenever I visit I try to see different places and experience what it could be like to live there. I like to see the different neighborhoods and different lifestyles they encourage, because the city is much more than monuments.

See all photos from the trip on Flickr. By the way, the title of this post refers to this.

Meeting for CR Transit Improvements

This afternoon I attended an Impact CR meeting with Joseph Kern of SRF Consulting Group, one of the transit consultants hired by the Corridor MPO to study route and schedule improvements for CR Transit. SRF and Bourne Transit Consulting have teamed up to do the study that is to be completed in November.

Today’s meeting, with about 10-15 in attendance, was for the consultant and planning staff to get an impression of what the young professional demographic hopes to see improved with the system. Pretty much all my ideas and concerns were raised during the meeting. It seemed to come down to a balance between routes serving greater area (heavy focus of the current routes) versus more direct routes that result in quicker service. Also, pretty much everyone agreed on prioritizing improvements that would help dependent over features to attract new choice riders. However, I hope we do not settle too easily for a dependent-majority ridership. More choice riders means more riders overall, and therefor potentially better service for everyone. I am not transit-dependent, but I’d like to be able to take transit for a variety of trips in town without sacrificing a lot of time or convenience. It should be noted that I was one of only two people there who regularly take the bus here.

It sounds like the proposed routing changes will be relatively minor, but a good first step as CR slowly becomes more transit friendly. As Joseph Kern commented, if you can focus on improving service and amenities along a few specific, busy corridors, then that can help build more support and demand for further system changes. But of course, every system and city is a little bit different. Providing clear and ample information and marketing is certainly an important part of those changes.

For a few weeks now I’ve been working on my own CR Transit overhaul proposals – mostly for fun. My approach was more to start completely from scratch, but I soon realized that most of the current routes probably do work pretty well, it’s just a matter of adjusting them to interact better. After today’s meeting I have decided not to continue this effort as there really is no point to, and I’ve struggled to finish the remaining routes – particularly on the west side of town and in Marion. This route proposal was never intended to be scientific or taken literally, but more to represent bigger concepts to improve the system. Concepts such as adding transfer points besides downtown, implementing some crosstown routes, and increasing service frequencies on more heavily-used corridors, such as First Avenue between downtown and Lindale. Generally these ideas were all represented in today’s meeting so I’m sure some additional transfer points and better route syncing will be in the consultant’s final recommendations.

It’s clear any route and service improvements in the near future are not going to be drastic. Something that can be done more immediately, I believe, is better information and marketing. Availability and clarity of information was an expressed concern by many today. County Supervisor Ben Rogers claimed if his car broke down someday, he wouldn’t know how to get to work and back on the bus. I’m sure he could figure it out, but it’s no exaggeration that transit information is provided very minimally and poorly. Better marketing (knowledge of the system and service it provides) and a variety of information tools would benefit both dependent and choice riders.

You can view my incomplete CR Transit route proposal here. Note new transfer hubs at: downtown intermodal facility, Lindale Mall, Westdale Mall, corner of Edgewood and Blairs Ferry, and at Boyson Road and C Ave NE. I still intend to finish writing an extensive post about specific concepts and information tools I think could be implemented to provide better service for dependent riders and attract new choice riders as well. This will come sometime next week, as I’m going to DC tomorrow for a week, where I’ll be getting around predominantly by transit.

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