Taking cues from 1980s-style office parks, UMD is forging ahead with the next phase of M-Square (see interactive map) – its suburban office complex steps from College Park’s metrorail Green Line station. Not only does the proposed three 150,000 square foot building, 1,114 parking space development ignore its relationship to the Green Line, it fails to acknowledge a planned Purple Line light rail station directly at its front door. The plan misses or puts off indefinitely several opportunities to make critical pedestrian, bicycle, and vehicle connections in the area. The College Park City Council will discuss the plan in Tuesday’s work session and the Prince George’s County Planning Board will hear the application March 8th.

While the proposal conforms to the 1997 College Park-Riverdale Transit District Development Plan (TDDP), it stands in direct contradiction to the University’s sustainability goals. The design is completely legal and within the bounds of current zoning, but it abandon’s UMD’s moral obligation to Prince George’s County, College Park, and Riverdale. UMD should immediately remove this detailed site plan from consideration and wait for the completion of TDDP update (which will begin this summer) and M-NCPPC Purple Line TOD Study. According to M-NCPPC, these studies seek to address several issues confronting this area of town:

• Most of the properties near the station are within the Aviation Policy Area (APA) 6 portion of the College Park Airport, and are subject to certain height and notification requirements.
• Existing and proposed development in the M Square research park is not transit oriented or supportive, and lacks cohesive pedestrian- and transit-friendly design.
• Federal tenants (FDA, NOAA, Center for Advanced Study of Language) require secure compounds detrimental to pedestrian and bicycle connectivity.

See the current M-Square Master Plan HERE.

The Prince George’s County Planning Board approved the Cafritz rezoning by a 4-0 vote yesterday evening. Board Chairman Elizabeth Hewlett had recused herself from the matter because in her work as a

Cafritz Site against the larger area. From Cafritz Tract, LLC

land use attorney she had consulted with Cafritz (She also recused herself from board proceedings in January). The Patch’s John Davisson posted a thorough blow by blow of Thursday’s hearing which can be found here. The proposal will next go to the District Council, which is made of up the members of (but not the same as) the Prince George’s County Council. The date for that hearing has yet to be set.

The conditions for the rezoning did go through additoonal changes since the previous hearing – the full changes are available here. Most changes were gramatical or technical. Notable changes include

• Requiring plans for Baltimore Ave/Van Buren signalization, crosswalks and bicycle parking with the Detailed Site Plan, rather than the building permit applications
• A requirement to put all utilities underground
• An explicit requirement to send plans for the Baltimore Avenue buffer to University Park
• More explicit process for turning over roads to the Town of Riverdale Park
• Requirement for SHA preliminary approval for Baltimore Ave/Van Buren signalization before issuing a grading permit.
• More explicit requirements for the staging of the Van Buren and Maryland Avenue extensions
• Inclusion of Riverdale and University Parks in working to create a Transportation Demand Management District

In many ways, the Planning Board stage served as the appetizer. I’m sure we’ll get a big full meal of debate when the project moves to the District Council.

A recent article in The Diamondback commended the rise of mixed-use development on our university’s main street, as it should. After years of housing shortages and blight, College Park is finally being rejuvenated. But in current discussions of College Park’s redevelopment, there is a huge elephant in the room: Route 1 itself.

Dangerous and traffic-clogged, our principal road hardly functions as a hub of campus life. A typical main street is lined with independent businesses for meeting friends, street furniture for sitting and chatting and wide sidewalks for leisurely strolls. Route 1, however, is a different story. As evidenced by the constant rotation of restaurants in Terrapin Station, this street has managed to extinguish business in our downtown corridor. Lacking infrastructure for pedestrians and cyclists, this unsafe road seems set on exterminating our human population, as well.

Two major factors contribute to an establishment’s success. The first is population density, a store’s customer base. The second is foot traffic, the stream of pedestrians from which stores can fish out these customers. Clearly, College Park has the population density to support a bevy of businesses, yet we are lacking the foot traffic. Why? Because traversing Route 1 on foot is a death-defying feat. Anyone who has tried to cross Route 1 at Hartwick Road knows I’m not being hyperbolic.

Sadly, the ills of Route 1 are not unique to College Park. In Hyattsville, where Route 1 also serves as the default main street, the city has been trying to bring life back to a strip that was, until recently, dominated by vacant lots and used car dealerships. While the development project is anchored by a Busboys and Poets and features intriguing locally owned businesses, the speed and noise of Route 1′s traffic prevents Arts District Hyattsville from becoming a comfortable environment for spending an afternoon.

Particularly telling is a bench located outside of Busboys. Instead of facing outward toward the expansive view of the surrounding neighborhoods, as benches typically do, it faces inward toward an unsightly brick wall. Hyattsville’s developers are trying to build public space that fosters a thriving community and economy, yet these four lanes of traffic make that impossible to do.

Route 1 is in desperate need of traffic taming — steps that would retain the street’s automobile capacity, yet make the road more comfortable for pedestrians. By narrowing lanes of traffic as currently planned, we could finally widen sidewalks, install bike lanes/cycle tracks and add street furniture and greenery. These measures would attract College Park residents from their homes to the street, helping to repopulate our downtown corridor and ensure the success of our new businesses.

Roads are the building blocks of our communities, and it is simply impossible to build community around six lanes of traffic. We cannot continue to herald new businesses when they come to town, yet neglect to create an environment where they can thrive. The establishments in the new mixed-use high rises require a Route 1 that accommodates both cars and people.

There is nothing “new” about Route 1. It remains a main street by default, not by definition.

The Development Update is a bi-monthly newsletter prepared by the City of College Park Planning, Community and Economic Development Department covering development activity in the City. This edition features updates on the Maryland Book Exchange redevelopment, Domain at College Park, Cafritz Property, and The Varsity. If you have any questions or would like to subscribe, please feel free to contact Michael Stiefvater at (240) 487-3543 or mstiefvater@collegeparkmd.gov.

On Thursday night, I listened to a few of the comments in front of the Prince George’s County Planning Commission regarding the proposed development of the Cafritz site. Not surprisingly, many of those opposed to the current version of the project cited increased traffic as their central argument. While listening, I couldn’t help but wonder why some of us are so terrified of traffic that we are willing to let a great opportunity pass us by.

One opponent, a resident of University Park, explained how her trip to pick up her children at a school in the Berwyn neighborhood in College Park has taken up to 30 minutes (a distance of about 2 miles) when University of Maryland is in session. Because of her concern about additional traffic, she is willing to forgo the opportunity of having a highly regarded grocery store and new development within walking distance of her home.

While I agree that 30 minutes is a long time to travel two miles in a car, I suspect that this is not an everyday occurrence. However, let’s assume the development is built as planned and she must endure the burden of additional time to pick up her children. Is she worse off? I argue no.

To start, on nice days, she has the opportunity of hopping on a bicycle and riding to school with her children . . . or letting them go alone if they are old enough. While Route 1 is big and wide, crossing at a signalized intersection is simple enough and the College Park Trolley Trail leads directly to the school. It’s a perfect opportunity to get some exercise and enjoy the day.

Now, let’s think of the benefits of having a quality, mixed-use development within walking distance of your home. Here’s a scenario as an example. Mom finds out she is out of milk while making dinner. She doesn’t want to leave hot items on the stove so she sends her children out to pick up a gallon of milk at the grocery. The children can walk to the store and return within 15 minutes. The children have the opportunity to gain a little independence and self-confidence while Mom can continue with dinner preparation.

Here’s another example. It’s Saturday morning and in a few hours you are heading to a friend’s house for an afternoon cook-out. You have several errands to complete before joining your friends in a few hours. You hop on your bike and ride to the new town center at the Cafritz property. You arrive within 10 minutes and park your bike out front of the coffee shop. You sit down, relax, read the newspaper or chat with a neighbor, then walk to the grocery to pick up some tasty dip for the cook-out. You also pick up that tape measure you’ve needed at the adjacent hardware store. You hop back on your bike and head home. You were gone for an hour and you still have time to get some things down around the house.

I’m sure everyone can think of another example that may be relevant to their life. To me, the benefits are clear. You don’t have to spend 20 minutes driving over to Silver Spring, searching for a place to park, then driving all the way home again. Instead, you get some exercise, finish your errands quicker, and have a much more enjoyable morning.

Some of you may still be thinking, “But, what about the traffic?” Here is my response. Whether it be in a car, on a bus, or on the platform waiting for the train, traffic (congestion) is a part of life when you live in one of the largest metropolitan areas in the country, and it will continue to be so as the region grows and College Park and Route 1 redevelop. For those of us living adjacent to a variety of goods and services, we will have the benefit of a variety of transportation options to reach our destinations (walk, bicycle, transit, car).

If we don’t want traffic to dominate our lives, we have to start thinking about transportation and land use differently. Driving should take a back seat to walking and cycling for shorter trips. Public transportation can take care of longer trips within the metropolitan area. With this mentality, we can create more vibrant communities and worry less about the traffic on our roads.

In the case of the Cafritz development, rather than fret about traffic, think of the benefits of having more amenities closer to home. Rather than fight to deny opportunities for new development, fight for better public transportation and sidewalks. When you have better access to goods and services closer to your house, you will have to drive less. You can spend more time doing the things you want to do, rather than sitting in traffic.