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Transportation 911: Rescuing Annapolis' Roads and Environment

By James Houck and Julia Boyle

Annapolis and Anne Arundel County are about to experience a population boom unlike any other previous in our region’s history. By the year 2015, our estimated population will increase by a whopping 32,000 new residents to a grand total of 541,250 citizens. Coupled with growing concerns about our eco-footprint on the environment, one of the most glaring issues facing our region is the need to reduce traffic congestion on our roads, which in turn means increasing public transportation and pedestrian-friendly options—cause for examining our transit systems in place and developing outside-the-box solutions. How efficient is our transit system? Can it be improved? What other options are available to reduce traffic? Truth be told, we might want to take a cue from what other cities are doing throughout the nation.

Our city and county together are unique in that there is no single, comprehensive transit system. Rather, various transportation services are collectively at work shuttling residents (and tourists alike) throughout the area. According to County Executive John Leopold, “Only eight percent of the county population uses public transportation.” Throughout the country, there are cities larger, smaller, and similar to our own which have developed efficient transit systems and implemented radical programs with goals of reducing vehicular traffic on roads and improving environmental health.

Cues From Other Cities

This past August, Mayor Bloomberg and New York City made national headlines by closing a 6.9-mile route from the Brooklyn Bridge to East 72nd Street on three consecutive Saturdays, giving New Yorkers a chance to explore and enjoy “car-free recreation corridors.” Several years ago the small town of Springdale, Utah (population under 1,000 and gateway to Zion National Park), initiated a new shuttle bus transit system to eliminate traffic congestion. The free shuttle system includes two loops—one serving the park and one operating in the town. In the Springdale town district, the single loop has eight bus stations and buses run continuously all day. There are enough buses working the route so that a bus stops every six minutes at every station. And during the summer season at Zion National Park, visitors may not drive their private vehicles on the scenic drive in upper Zion Canyon, which further promotes (forces) the use of the free transit system. Novel.

Right now, our city and county officials are working together, researching and revising Transportation Development Plans (TDP) that aim to address efficiency and environmental concerns. Because the Annapolis Transit bus system is comprised of eight routes, which trickle into county jurisdiction, the overall system is complex. There are more than 200 bus stops among the eight routes. And though there is a fleet of buses, shuttles, and vans running the routes, there doesn’t seem to be enough of them to operate efficiently—wait times at bus stops often run longer than scheduled and the system is difficult to navigate for new riders. Simplifying the system by reexamining current bus routes and stops, eliminating the lesser-used stops, and consolidating down from eight routes to, perhaps, six major routes could possibly increase efficiency. This would put more buses, shuttles, and vans on the same routes, thereby decreasing wait times at bus stops and, ultimately, increasing rider satisfaction.

Heather McColl is director of Annapolis Regional Transportation Management Association (ARTMA). Funded by Anne Arundel County via a Maryland Transit Administration Rideshare grant, ARTMA aims to promote transportation options and transit expansion throughout Anne Arundel County to increase mobility, reduce traffic congestion, and improve air quality. McColl agrees, “Higher frequency service along major routes is always a win-win situation. And biking as a form of transportation is definitely gaining traction due to the increase in fuel costs—especially for trips of less than five miles.”

Many vehicles in the current Annapolis bus fleet are already equipped with bike racks, so riders could extend their personal reach into the city from the routes via bike.

However, McColl cautions, “Historically the more modes a person has to use in the course of the trip, the less likely they are to consider using the alternatives.” She says, “If our goal is to reduce congestion on our roadways, we need to find a solution that appeals to choice riders— meaning people who have a choice as to how they get around town (car or bus). Typically they want service that is somewhat comparable to the car experience—comfortable, readily available, point A to point B, low wait time. New vehicles, faster service, direct service, and incorporating technology might be the winning ticket.”

Zipcar would be a very attractive option for individuals who desire a car experience but wish to reduce their personal eco-footprint. Zipcar is modeled after the European concept of car sharing that dates back to the mid-1990s. The idea of outfitting a fleet of cars with wireless technology, creating a hassle-free reservation system, and then strategically placing the cars around key cities and neighborhoods for public use was brought to the U.S. in 1999. Renting a car for an hour or full day is now possible for non-car owners in cities throughout the U.S. The idea has already taken root successfully in several Washington, D.C., and Baltimore neighborhoods. Could Annapolis be on the horizon?

Rethinking Transit Within Our Means

Developing an overall transit plan that includes outside-the-box initiatives is imperative to addressing the effects on traffic that the population boom is going to have. Another approach is to think on micro terms, rather than macro, by focusing on individual communities and districts.

Annapolis could, theoretically, close portions of the Historic District off from vehicle traffic use during peak weekends in the summer and several weekends during the winter holiday season. Tourists and local visitors could make better use of the already existing free shuttle service from Navy-Marine Corps Memorial Stadium to downtown. This would, in turn, promote a pedestrian-friendly shopping area in the city on weekends—a potential boom for business. The already popular First Sunday Arts Festival, which closes off the first block of West Street, could be expanded to include other parts of the city. Of course a plan of this scope would require agreement between the government, residents, and businesses—something not easily accomplished.

Leopold envisions a similar concept at the county level. “I intend to submit on January 1, 2009 the revisions of the General Development Plan, which in part will plan for more mixed use, transit oriented development. I believe employment centers need to be closer to our residents. I also envision what I like to call “airtropilises”—centers of major activity around airports. By connecting residents to employment centers, we can encourage public transit use.”

Furthermore, exclusive bus routes that service particular needs and areas should be examined. It makes sense to add a bus/shuttle service loop that stops at each major shopping center in the greater Annapolis area. Connecting Westfield Annapolis Mall, Festival at Riva, the new Annapolis Towne Centre, and Annapolis Harbour Center is a goal of Leopold’s. Imagine being able to park at one shopping center on Black Friday after Thanksgiving and catch a shuttle bus to the other centers to get all your shopping done—no more circling the lot endlessly in hopes of finding a parking space.

Currently, the bus routes that extend to the far ends of our county, the rail services, and Baltimore Washington International (BWI) airport are comprised of numerous services that are not county managed including those of the Maryland Transit Administration, Annapolis Transit, Howard (County) Transit, and Dillon’s Bus Service (for which the county has contracted several routes).

“The TDP process that is underway at the county [level] provides recommendations on where service is needed based on population and development trends, and definitely makes the case for connectivity throughout the county and region,” says McColl.

Envisioning Annapolis as a central hub of transit, a redeveloped bus system could expand like a web of routes from the city. Transfer stations at greater Annapolis points such as the Westfield Annapolis Mall, Cape St. Claire, Festival at Riva, and Annapolis Towne Centre at Parole seem logical choices for routes to extend into the far ends of our county: Westfield Annapolis Mall into Crownsville, Millersville, and BWI; Cape St. Clair into Arnold, Severna Park, and Glen Burnie; Festival at Riva into Riva, Davidsonville, and Crofton; and Annapolis Towne Centre into Edgewater, Mayo, Harwood, Galesville, and Tracy’s Landing.

Asked whether or not the county has plans to develop such an exclusively managed transit system, Leopold says, “Well that would be awfully ambitious. The challenge is securing the revenue. For example, I have requested 12 new buses for the Fort Meade/West County area in anticipation of BRAC [Base Realignment and Closure], but the state has rejected two applications. I often say, ‘BRAC’—Better Rely on Assistance from the County. I have argued for years for a state provision on the transportation trust fund. Motorists at gas pumps need to know that their taxes will ultimately be used for a transportation projects. Right now, we have to be creative.”

Reaching for the Horizon

At one of last year’s “EnVisioning Annapolis” lecture series titled “Cars vs. People: Is There Transportation in Annapolis’ Future,” the feasibility of gondolas or trams from Parole to downtown was discussed. “Annapolis is the smallest jurisdiction [in the state] so the city can want to be aggressive and progressive, but without the support and cooperation of larger jurisdictions, nothing is going to happen,” says Danielle Matland, Annapolis City director of transportation.

Gondolas? “It’s a charming idea but impractical,” she says. Trams? “Currently there is no space,” says Matland, citing narrow city streets lined with cars and historic buildings blocking the way. “If you ran it down West Street [where the rail line used to lay], you would have no West Street.” The rail line’s former right-of-way has now given way to shops and restaurants. Fifty years down the road, though, Matland says, the character of the area could change, making it a practical solution. But in the short term these solutions are out of the question.

McColl takes a similarly pragmatic perspective before shifting gears. “If an out-of-the-box transportation solution can demonstrate that it meets a public need and therefore can be funded with public money, I definitely think the city and county would be willing to work together. I have some exposure to trams and gondolas but I think there are numerous other more viable services that should be implemented first, such as more high-quality bus service. I would like to see a car sharing service in the area (Zipcar) as well as on-demand transit service which utilizes GPS technology and the network of existing bus/van/taxi/limo service providers to connect people in a manner that they would deem more efficient and convenient then driving their private vehicles.”

Looming is the inevitable overall boom of an estimated 1 million new residents within the Chesapeake Bay watershed in the next several years (32,000 in Anne Arundel County alone!). “This is a real problem,” says Leopold. “The influx of residents and development in the Chesapeake Bay Watershed is not only going to cause strain on our roadways. It’s an ecological issue as much as any other.” Leopold sums that the issue of transportation is one concern within the overall scope of what a population boom brings to our region. Questions that remain unanswered are numerous. Will a second Bay Bridge be built? Will a ferry system help solve shore-to-shore traffic backups? Will a high-speed train between Washington, D.C. and Baltimore (the MAGLEV project) come to fruition? The answers to these questions and solutions to real problems will require the astute cooperation and agreement between city, county, state, and national agendas.

If you agree that our county and state are experiencing the beginning stages of a major residential and traffic boom and desire legislation that addresses these issues and more, you are encouraged to contact city, county, and state leaders.

Visit Annapolis.gov to contact the Transportation Department, Mayor Ellen Moyer, and eight Aldermen/women. The Annapolis City Council, which consists of the Mayor and eight Aldermen, generally meets on the second Monday of the month for its Regular Meeting at 7:30 p.m. and the fourth Monday of the month for its Special Meeting at 7 p.m. in City Council Chambers, City Hall, Second Floor, 160 Duke of Gloucester Street, Annapolis, Maryland, 21401. The Regular Meeting allows the public to make petitions, reports and communications directly to the Council; it is also when legislation is introduced on First Reader and considered for action on Second and Third Reader. The Special Meeting is generally reserved for public hearings on Ordinances, Resolutions, and Charter Amendments. It is sometimes used to brief the Council on reports from City committees. Annapolis City Council meetings are generally televised live and can be seen on the Comcast Cable, Channel 8.

Visit AACounty.org to contact County Executive John Leopold, the seven district council members, and to read more about BRAC at the County’s BRAC Information Center. The public is invited to speak at County Council meetings, which are generally held every other Monday evening. You must sign up, beginning at 6:30 p.m., to reserve time to speak to the council.

Our state officials, including Governor Martin O’Malley and the legislature, can be contacted via Maryland.gov.

Learn more about the programs already in place that promote ride sharing, as well as a Pedestrian and Bicycle Master Plan, which the county oversees in conjunction with ARTMA, by visiting ARTMA.org.

By taking proactive action such as carpooling, biking, walking, using public transit, and reaching out to our elected officials, we can each help improve the quality of life within Annapolis, Anne Arundel County, and Maryland.

James Houck is Managing Editor of What’s Up? Annapolis and collaborated extensively with freelance writer Julia Boyle, investigating and proposing changes to the state of public transportation.

Tags: julia boyle nov 08 james houck

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