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Ready or not, Central Ave. is destined to be our new main street

Go East, Baltimore, and seize the opportunities that will arise along the Central corridor.

central ave from lombard

Showing its factory pedigree. Central Ave. looking south at Lombard St. toward future Harbor Point.

Photo by: Mark Reutter

As Baltimore’s downtown inexorably shifts eastward, downtown issues are shifting with it, from traffic to transit to utilities to making sure that the new growth can spin-off to the rest of the city.

The big focus now is on the Harbor Point peninsula.

With only two access points, Central Ave. and Caroline St., each takes on greater importance. The isolation of Harbor Point means that unless Central can be made to work, Harbor Point won’t.

Until fairly recently, the city had designated Central Ave. as an “Industrial Protection Zone” in an attempt to stave off the spread of downtown. That game is over.

Now it’s part of the critical link between the old and new downtowns.

Two-Phase Plan and Beyond

The city has now begun construction of a $76 million plan to rebuild Central Ave. Phase One is a $43.8 million, five-year project from Eastern Ave. north to Madison St. to reconstruct the street all the way down to a massive underground storm drain. The projected completion date is August 2017.

Phase Two, south of Eastern, was described in the city’s current capital improvement program as a $16.6 million design phase to be “coordinated with the design and construction of the Red Line,” which is the Maryland Transit Administration’s planned but totally unfunded multi-billion dollar light-rail subway line.
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TONIGHT: A public meeting on the extension of Central Ave. into Harbor Point will be held 6-8 p.m. at  Stratford University, 210 South Central. Ave.
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With Harbor Point project being accelerated (with juicy tax breaks) to include both new residences and Exelon’s regional headquarters, Phase Two has been extended to include a streetscape makeover of Central Ave. from Baltimore St. to Lancaster St.

At Lancaster St., a new 260-foot bridge would be built, extending Central Ave. into Harbor Point.

The cost of these improvements have jumped to $32.9 million, with nearly $27 million in federal funding – and a $6 million match by the city.

The extension of Central Ave. over an old canal to Harbor Point (in blue) will become the new north-south thoroughfare. (Courtesy of Harbor East Development)

The extension of Central Ave. over the old canal at Lancaster St. into Harbor Point (in blue) will make it the city’s new Charles St. (Courtesy of Harbor East Development)

But the very uncertain timing of the Red Line’s 75-foot-deep subway excavation throws a wrench in the process.

The streetscape (including new pavement, sidewalks, landscaping, lighting and other niceties) and the stormwater culvert just below ground cannot be completed until the subway is built. It’s all a big three-dimensional jigsaw puzzle.

How well Harbor Point’s traffic and transit access can ultimately work is an even bigger puzzle.

With only two streets to dump all of Harbor Point’s traffic into East Baltimore’s existing street system, particularly into already-congested President St. to the west (toward I-83) and Boston St. to the east (toward I-95) – the street network as a whole is very close to capacity, both physically and in the tolerance level of the local communities.

Transit is the biggest piece of the puzzle. Given Harbor Point’s severe access limitations, drastically cutting car commuting is a must. But being on a peninsula limits transit just as it limits cars. It essentially rules out Harbor Point being an intermediate point along any “line haul” transit route, including the Red Line.

On-site transit must therefore either terminate or circulate there. As such, there’s only so much the short-route Charm City Circulator could do, even if the city decided to pay to expand the system. The proposed Red Line station at Centrat Ave. at Fleet, if it’s ever funded, would be a three- to six-block walk from most of Harbor Point.

Spin-off Development

Compared to all that, creating spin-off development befitting the “New Downtown” along Central Ave. should come naturally. Many pieces are already in place.

Central Ave. is poised to be an education corridor, with Soujourner-Douglass College and Stratford University (formerly Baltimore International Culinary College) eager to assume a higher urban profile.

The city needs to think how to spin-off development from Central Ave. A top priority should be resurrecting the now-desolate Oldtown Mall, two block west of Central at Monument St. (Photo by Mark Reutter)

The city needs to think how to best spin off development from Central Ave. A top priority: resurrecting now-desolate Oldtown Mall. (Photo by Mark Reutter)

Jim Palmer has a loft condo in the upscale Canal Street Malt House, at Central and Bank St.

Several other distinctive old buildings also have been adapted for impending yuppiedom.

The remaining remnants of the factory district appear to be on borrowed time, not least of which is H&S Bakery owned by Harbor East/Harbor Point magnate John Paterakis.

Perhaps the biggest spin-off potential is where Central Ave. straddles the corridor between now-desolate Old Town and the Johns Hopkins Medical Campus.

This would create a north anchor for Central Ave., complementing Harbor Point as the south anchor, and provide a much-needed presence to tie the latter into the real city.

It’s ironic that Johns Hopkins and its partners are spending upwards of a billion dollars on their East Baltimore Development (EBDI) initiative to demolish and recreate a viable community north of the medical campus when virtually empty Old Town is sitting nearby beckoning.

And in yet another billion dollar plan, the city has proposed to demolish the I-83 Jones Falls Expressway to try to link Old Town to the old downtown – even as Central Ave. is far better poised to link Old Town to the new downtown.

Just as the old downtown has always fed uptown, the new downtown will feed a new uptown. Get ready for Central Ave. becoming the Charles St. of East Baltimore.

Planning Waits for No One

In Baltimore, transit planning has usually been a moving target. Back in the 1960s and 1970s, the regional rail system was planned based on the quaint notion that downtown was the hub for a revolving suburban bedroom region, whence daddy would commute every day.

Baltimore's old "Corned Beef Row" could stand some Harbor East glitter as development creeps north along Central Ave. Here is Lenny's Deli at the corner of Lombard and Central. (Photo by Mark Reutter)

Sprucing up: Baltimore’s old “Corned Beef Row” could stand some as development creeps up Central Ave. Here is Lenny’s Deli at Lombard and Central. (Photo by Mark Reutter)

But even then, sprawl was making suburbia self-sufficient from the city.

In the 2000s, the transit plan was rearranged to reflect the urban waterfront growth that started when the city finally killed its 1970s expressway plan.

But Canton development didn’t wait for the Red Line, and has already grown into a stable auto-oriented middle age.

Other east rail extensions in the 2002 plan to Dundalk, Morgan State University, White Marsh and other suburban locations are all but dead due to dwindling feasibility.

Now the transit priorities need to be refocused again on serving the new downtown, which exposes the weaknesses of the current rail plan. The two-block gap between the proposed Red Line and the existing downtown subway, patched by a long pedestrian tunnel, means that the system as a whole will be of limited use in serving Harbor Point.

The MTA had several surface Red Line alternatives along Central Ave., all of which were far cheaper and more do-able than the chosen path.

The best course now would be to dust off these plans and modify them to extend directly into Harbor Point to provide the best possible transit service for an area that sorely needs it.

A surface rail-line would also create a highly visible motif for street development to build upon, instead of mere stairs, escalators and elevators leading 75 feet down into hidden subway catacombs.

A surface Red Line along Central Ave. would also put its downtown alignment along Fayette St., which would allow a far better connection to the existing subway and great opportunities to strengthen the rail system as a whole.

Other Red Line areas from the Inner Harbor to Canton and Highlandtown would be far better, less expensively and more easily served by extending the proposed Charles St. streetcar line.

Next Step: Baltimore Metropolitan Council

Because the Central Ave. Phase Two project uses the city’s share of federal funds, the proposed changes must be approved by the Baltimore Regional Transportation Board and amended into their capital spending program.

Thus, the holding of a public meeting and open house at Stratford University tonight (Oct. 4). The comment submittal deadline is October 18.

The five-year plan to rebuild Central Ave. is still only the beginning. Sooner or later, the city and region will need to reach a moment of truth on how transit for the isolated Harbor Point development can really work.

The city’s Central Ave. project should be required to reserve street space for a surface Red Line instead of waiting for the MTA to dig a big hole.
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Gerald Neily was Transportation Planner for the Baltimore City Department of Planning from 1977 to 1996.

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  • Jeff

    Three to six blocks from the potential Red Line stop to Harbor Point is nothing. We could only wish other area transit stops in Baltimore had so much to offer within a short walking distance.

  • Envcontractor

    As long as they keep the homeless shelter on Central it will never be cleaned up.

  • Guest

    Central Ave. is certainly due for a transformation, but if you’re going
    to build any north-south transit in the area, why not along Broadway? 
    There is already a metro stop there, and there will probably be a Red
    Line stop as well.  Put a trolley with dedicated right of way along the
    median, with underground connections at either end.  Let’s not put in another new line that will miss the Metro connection by a couple of blocks.

  • Teporah

    Creating a viable corridor of business, and a transition from Harbor East/Harbor Point to downtown will go nowhere with the sprawling public housing that starts on Eden St. The twenty year plan, which we heard about 15 years ago, was to include turning Central Ave back into waterfront property (it used to be a canal), and building mixed-used housing, much like what is now on Lombard and Pratt. 

  • Gerald Neily

    Brew readers know their stuff. Teporah recalls a dusty 15 year old Central Avenue plan to expose the underground drainage along with all its styrofoam, tampons and other debris. Bill Streuver proposed a Broadway trolley a few years ago that morphed into the contorted “U” shaped Circulator Green route, which will almost certainly be shifted through Harbor Point someday if it lasts that long. Envcontractor, history shows that social services eventually get pushed away from “progress” (e.g. Our Daily Bread). And Perkins Homes east of Eden can remain an “abyss” which would limit activity but is nothing uncommon in Baltimore. As for whether 3 to 6 blocks would be “nothing” for the Red Line station, $2 billion plus can buy a lot of mediocrity. Add in the 75 foot (7 story) escalator ascent, two block transfer from the subway, lack of feeder connections, poor transit orientation on Lombard and in the Highway to Nowhere ditch, etc.

    The bottom line is that actions matter more than plans, and the Central Avenue reconstruction is actually happening now. So let’s make the most of it. And let’s create a transit SYSTEM that actually connects and works for everyone. (And as Lionel Foster wonders in today’s Sun, using transit disparities as a prime example, I’m saying that without even talking about race.)

  • Archphips

    As always Gerry frames the topic in new and interesting ways. I agree about Old Town. Regarding Central Avenue terminating on Harbor Point, I have different views. I think we should build only a narrow and arched draw-bridge over that small Canal at Lancaster or we will completely overwhelm that bit of water and essentially fuse the Allied Signal peninsula (Harbor Point) to the mainland. That would take away from the charm of Harbor East and Harbor Point who both benefit so much from the water. We should never allow thousands of cars to go onto the peninsula, instead, we should drastically reduce costly parking there and create an automated, innovative personal shuttle between the planned Red Line underground station and the planned 3 million squarefoot development. The distance is certainly not huge and HarborPoint should definetly be seen as a transit oriented development that supports the Red Line and is supported by it as well.

  • JM
  • JS

    I couldn’t agree more about Oldtown Mall and Corned Beef Row. Its proximity to East Baltimore and downtown, along with many architectural gems, make this area a real “diamond in the rough.” How I’d love a house on Stirling Street next to a revitalized Oldtown Mall!

  • http://profiles.google.com/commentsfrommd J L

    The
    author’s suggestion to reroute the redline would bog it down to super slow
    speeds and make it contend with surface congestion. Right now, the Red Line is
    designed to go underground and fast. I think it is projected to take 6 minutes
    from canton to our existing downtown/stadiums/convention center whizzing under
    the street level congestion-that is awesome. A couple block walk is nothing to
    get to harbor point to a redline stop. We won’t all be obese by then will we?

    Please
    fund the redline. It is okay to walk a few blocks. Isn’t that what happens in
    real cities? 

    • Gerald Neily

      JL, a surface Red Line scored  better than the chosen underground alternative in the MTA’s studies, but the powers-that-be blithely chose “revising” the data and spending an extra billion or so of other people’s money to bury it, because the city didn’t want to optimize the surface streets for transit. They wanted their monster parking garages, and now their Grand Prix where one little light rail grade crossing has caused a tizzy. Speed must be considered in a system context. The subway gets from Hopkins Hospital to Charles Center in three minutes, but Hopkins is as auto-dominated as ever.

      Archphips, you’re totally right about the bridge to Harbor Point. Is it stoppable? And yes, adding a high tech tram would be logical damage control on top of the Red Line billions, but building a sane Red Line right into Harbor Point’s heart would be much better. Stopping the MTA’s Red Line should be a lot easier than stopping that bridge, since the Red Line is already stopping itself. (JM, thanks for the history!!!)

  • FPSage

    Interesting. If you look at the Sacshe and Co. “Bird’s Eye View” from 1869, you will see very plainly, a nice drawbridge  from a pier/wharf extending from the corner of the Jones Falls outlet where Victor’s Cafe was, out to the tip of the Fells Point boot–what is to be called Harbor Point.  

    What’s wrong with that scheme?  It’s attractive to look at, it fits a very historic planning scheme, and will not landlock the canal if it’s done as a nice arched bridge.  And, it’s not   out of the way.  

    As an aside, who was the Rocket Scientist who took the old 20′walkway that went from the Jones Falls canal wall in front of the Marriott and turned it into a 3′ path of bottlenecking ridicuoulusness?  

  • John

    Work to rebuild the area between Eastern and Broadway. No one wants to build nice condos/businesses with a bunch of old WW2 public housing next door. Easy solution. Give developers the land where the projects are that they can develop as long as the build new public housing on city land in other sections of the city where whole blocks are just abandoned old homes waiting to be demolished. A new housing project would be an improvement for those living there, and, the area between Central and Broadway redeveloped would link downtown, Little Italy, Fells, Harbor East, and Hopkins. That whole area is ripe for a huge new initiative and I’m sure the developers selected would be more than happy to help fund revitalization of Central Ave. A win-win for all.

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