ULI Metro West TAP June 26-27, 2018

An Urban Land Institute Technical Assistance Panel

from a Highway to Nowhere to the Road to Revival

MLK BLVD MULTI-USE Healing a Scar, ReconnectingTRAIL Our City

HERITAGE CROSSING GATEWAY

INTERSECTION RE-ALIGNMNET W FRANKLIN STREET INTERIM

LANDSCAPE N GREENE ST MULTI-USE TRAIL BERM EXTENSION

MLK BLVD LOT ‘C’ MULTI-USE TRAIL FREMONT AVE METRO WEST

EXTENSION N SCHROEDER ST FUTURE

N ARLINGTON AVE RETAIL DEVELOPMENT REDEVELOPMENT CENTER REVISED PASSIVE RECREATIONAL PARCEL ON-RAMP INTERIM PARK FIELDS LANDSCAPE BERM

MULTI-USE TRAIL REVISED EXTENSION OFF-RAMP W MULBERRY STREET MULTI-USE TRAIL EXTENSION METRO WEST MLK BLVD GARAGE MULTI-USE TRAIL WITH RETAIL

W SARATOGA STREET

ULI Baltimore On behalf of the Baltimore Development Corporation ARCHDIOCESE K-8 SCHOOL CENTER WEST DEVELOPMENT

W LEXINGTON STREET

W FAYETTE STREET

WEST BALTIMORE REVIVAL 0 25 50 100 200 PHASE 1 ILLUSTRATIVE PLAN Metro West TAP Acknowledgments Baltimore Development Corporation Staff ULI Baltimore Staff ULI Baltimore Chair TAP Panelists Caves Valley Partners Southwest Partnership Bromo &Entertainment Arts District Harlem Park Neighborhood Council Heritage Crossing Residents Association Downtown Partnership ofBaltimore Market Center Merchants Association University Baltimore ofMaryland, Baltimore Public Markets Corporation The BaltimoreDepartment City of Transportation The BaltimoreDepartment City of Planning The BaltimoreDevelopment Corporation President Cole William Mayor Catherine Pugh • • • • • • • • • • • Raven Thompson DunlapDanielle NorrisLisa Kim Clark, Baltimore Development Corporation Paul Sturm (writer), Center City Residents Association James Mayan Sink, Rykiel Landscape Architecture &Design Jennifer Zielinski Missett, Biohabits Sustainability Planning Veronica Perry McBeth, Kittelson Associates Burkholder,Mary BAE Urban Economics Joshua Inc. Bauman, EDSA, Chair, South Baltimore Brad Rogers, Gateway Partnership from a from to the to

Highway toNowhere

Road Road to Revival

Healing a Scar, Reconnecting Our City

3 Table of Contents

Acknowledgments 2

About ULI Baltimore 4

About ULI Baltimore’s TAP Program 4

Our Assignment 5

Key Questions 5

Description of Study Area 6

Observations and Stakeholder Comments 6

From Highway to Nowhere to Road to Revival: The Right Vision - A Realistic Plan 9

Phasing 11

The Necessity of Full Stakeholder Involvement and Shared Leadership 14

Back to the Future: A Lesson from the Past 16 ACKNOWLEDGMENTS / TABLE OF CONTENTSTABLE ACKNOWLEDGMENTS / Metro West TAP The two-day two-day The convened TAP on June 26,2018 at the Baltimore of University on , West The BaltimoreDevelopment Corporationconsortium anda BaltimoreULI of stakeholders engaged Baltimore’sULI objective of The AssistanceTechnical (TAP) Panel is to provideprogram expert, ULI BaltimoreULI utilizes andoffer panels its broad to membership administer base one or two-day Lombard Street.Lombard The Panel spent the morning touring the afternoon devoted to the studywas area; Franklin Street, by bookended the West Baltimore station MARC at Street Smallwood to the west Founded in 1936,the Institute now has more than 40,000members worldwide, representing the to convene aTechnical Assistance Panel with the purpose ofexamining revitalization strategies that panelists to study allows andaddresscontextual specific issues. for the Route 40“Highway To Nowhere” corridor, including West Mulberry Street andWest multidisciplinary real estate real multidisciplinary facilitates forum, the ULI open exchange information ofideas, and use issues. These issues can range from site-specific projects to public policy strategies. The flexibility Theflexibility strategies. usepolicy issues. Theseissues from topublic can site-specific projects range advicemultidisciplinary on land use estate andreal andnonprofit issues agencies facing public between Downtownbetween Baltimore andWest Baltimore further areas wellas west. as About ULIBaltimore’s TAP Program of the TAP enables Baltimore program ULI to present acustomized approach for eachTAP, one andresponsibleobjective stakeholders advice to local makers anddecision on adiverse setofland organizations District in Like the ULI Baltimore Councils throughout Region. the country, creating better places. land to create andsustain thriving communities worldwide. along withalong West Mulberry andWest Franklin, currently major as east-west serves commuter route and the Metro West redevelopment site at North Greene Street toRoute the The east. corridor, 40 service. The mission The of the service. Land Urban Institute is to provide leadership in the responsible use of entire spectrum ofland use estate andreal development in disciplines private enterprise andpublic experience national among local, andinternational makers to industry dedicated leaders andpolicy from a from to the to

Highway toNowhere

Road Road As atrusted source for timely andunbiased ULI BaltimoreULI Baltimore isthe local Maryland andotherMaryland ofthe parts state through its the Urban LandInstitute, Central serving metropolitan District regional Council for About ULIBaltimore critical to the link improvement ofstate andlocal organization. outreach efforts. We are anonprofit 501(c)(3) land use policy anddevelopment is practices.land ULI use policy land use information, Baltimore ULI provides a a nonprofit educationresearch and organization supported bysupported its members. Asthe preeminent, to Revival

Healing a Scar, Reconnecting Our City

5 interviewing stakeholders, and the evening included an open public meeting for soliciting broader community input followed by a working dinner. On the second day, the Panel re-convened to share what they had learned, hear from additional stakeholders and formulate their recommendations. Stakeholders and the general public were invited to hear the Panel’s presentation at the end of the day. Our Assignment The Route 40 corridor, along with the two ostensibly-residential streets that run alongside it, is a main thoroughfare for ingress and egress to . While serving the purpose of getting people from outside the city and West Baltimore into and out of downtown, the construction of a below grade highway in the 1970’s divided the neighborhoods along its path, without connecting to the larger interstate system as planned. This TAP was commissioned to confront two critical issues occurring at two different scales. The first issue was localized and practical: to investigate the continuing need for the on-and-off ramps at the end of this “Highway to Nowhere” (Route 40) and explore the potential development opportunities that could arise if they are demolished. The second was broader and more complex: to propose a new future for the Route 40 corridor, and develop a coherent strategy for making it a reality. Joining these tasks together, we would follow up the promise laid out a decade ago in the West Baltimore MARC Station Master Plan, to finally create a “Highway to Somewhere”. Key Questions We began with the following questions: 1. Should we abandon the “Highway to Nowhere” and reuse the right of way in some fashion by putting all the traffic onto Franklin and Mulberry Streets? 2. Should ramps over Martin Luther King, Jr. Boulevard be removed from their east terminus on Franklin and Mulberry Streets to connection with old Route 40 on the other side of MLK? 3. What should happen with the land made usable by the ramps coming down? Should a portion be folded into the Metro West redevelopment? What about the large plot across MLK Boulevard? 4. Should the redevelopment of the Metro West site be linked with the redevelopment of in some way? 5. Is there an opportunity to create a stronger connection between Metro West and the West Baltimore MARC station, west of the Metro West site? ABOUT ULI BALTIMORE / OUR ASSIGNMENT / OUR ABOUT ULI BALTIMORE Metro West TAP The MARC MARC Station The The West Baltimore MARC station is well withutilized more than 20,000 riders a daypassing The existing on andoff rampsbeen have the center ofmost of theaforementioned plans for adaptive The study area encompasses three components: major highway,the the West Baltimore MARC Jr. for seamless Boulevard integration (MLK) further into downtown. Themost recent iteration Fulton to Calhoun) surrounding the transit hub. These ADAenhancements landscaping, included BaltimoreLink the project, station recent several transforming has upgrades, received into atrue transit hub andtransfer station with shelters, real-time information ticket signs, vending machines, through on the Penn Baltimore between andWashington Line D.C. ofthe $135million Aspart reuse and/or redevelopment. The ramps were in included order to bypass Martin Luther King, Description of Study Description ofStudy Area for reuse ofthe depressed stretch 1.39mile linesandstops rail ofhighway included for the now million in federal funds through in to provided federal the upgrades program million the streets Ladder STEP (from bike carsharebeen racks, also access,improvedhas facility pedestrian The art. crossings andpublic compliant sidewalks and crosswalks, lighting, andbike/walking paths. andcrosswalks,compliant lighting, sidewalks creating east-west Baltimore Line rail, $2.2billion light Red forcancelled other anopportunity aspur planned as originally to Interstate 70–the Interstate long since cancelled 170,now known alleviating parking congestion in the surrounding residential communities. In addition, $3.75 toable utilize ofRoute 40 to create part additional parking for its growing ridership, also while adaptive reuse concepts developed. to be Highway to “The as Nowhere” a been element – has key in manyplans to revitalize West Baltimore. station, andthe Metro West with along complex, Franklin andMulberry streets. The Highway, from a from to the to

Highway toNowhere

Road Road Aerial View to Revival

Healing a Scar, Reconnecting Our City

7

Metro West The original 600,000 square foot Metro West Federal Building was completed in 1980 to house the Office of Central Records Operations of the Social Security Administration. The complex fills two city blocks from West Saratoga to West Franklin Streets with a sky bridge connecting the two buildings across West Mulberry Street. Today the 11-acre, 1.1 million square foot site sits largely unused and is ripe for redevelopment that ties into other efforts to revitalize the west side of downtown. It has recently been purchased by a local developer. Observations and Stakeholder Comments From the beginning of our work together, the TAP panel was cognizant of a key theme which would inform our discussions, public presentation and recommendations. Baltimore has historically been “A City of Barriers” – a city that despite its relatively compact physical size and high population density, has evolved in ways that both physically and emotionally separate its citizens from one another. When our panel got off the bus on our first morning tour to walk around the Heritage Crossing neighborhood, we were immediately struck by the walls and hill built to separate the community from its surroundings – and the surrounding area from the community. Martin Luther King, Jr. Boulevard is, in many ways, a failure by every measure. It is not an efficient highway that swiftly moves vehicles; it is not a leafy, well maintained boulevard that attracts development; it is not an attractive neighborhood street; and it is not an inviting gateway into the city. That said, MLK makes an excellent barrier. It is a physical barrier, discouraging pedestrian traffic between downtown and the neighborhoods. But it is also a market barrier, distorting the real estate market by driving down property values to its west. And, perhaps most disappointingly, it is a generator of more and more barriers. The combination of loud traffic and poor pedestrian conditions drive adjacent landowners to turn their back on the street, and erect a variety of barriers – walls, fences, and berms. This retraction, in turn, turns MLK into a negative space, unclaimed by any neighborhood. And in any urban environment, unclaimed spaces will inevitably attract a transient population: those with nowhere else to go, and those who wish to be unseen. This reinforces the perceived need to build barriers to protect the surrounding neighborhoods. Unsurprisingly, this transient population is particularly concentrated under the Route 40 overpass, which provides shade and shelter. As a result, the City has forced to erect even more barriers, in an ongoing effort to exclude the homeless. The net effect is public space that is literally for no one. The same truth holds for Route 40, which is paradoxically neither a meaningful highway nor a functional part of the urban fabric. When walking along Franklin Street on the north edge of “The

Highway to Nowhere,” it became perfectly clear how the below grade highway acts as a barrier DESCRIPTION AND OBSERVATIONS between the two parallel streets of Franklin and Mulberry. What should be a short one-block walk for residents along either street to socialize with neighbors or play with friends is anything but. The neighborhoods of Harlem Park and Poppleton are fundamentally divided from one another, with disastrous consequences for an already destabilized housing market plagued by a history of Metro West TAP “The solutionpopulated scarcely to is notBaltimore a “The in spaces public Baltimore’s most andwell-known iconic vendors. food Heritage Crossing Residents Association spoke about street her conditions neighborhood between with similar land area andpopulation size–Boston andSan Francisco. Both cities have notonly Our heard panel aclear, compelling andconsistent from stakeholders message throughout this area Others with whom we spoke referred to Martin LutherJr. King, a“moat” as Boulevard surrounding Our panel’s observations were repeatedly reinforced throughout our stakeholder One interviews. One member panel commented on the contrast Baltimore other between cities andtwo port fortunate. More what Instead, needed people, is of addition: astrategy is more uses to make spacesinviting and foreven safe more people to go out racism, redlining, and economic decline. It decline. andeconomic isimpossible sustained to investment imagine racism, redlining, in these into and streets, parks plazas.” vibrantthriving, community in the andregion 21st century. that that must things the change; status anyone’s quo isnotserving interests going –and, andneeds the “island” ofdowntown. Residents ofour study area spoke in desperate almost terms about their transportation from with outside people the university community.” And the president ofthe referred to the “Highway to Nowhere” a“scar as on West Baltimore” adding that initiated UMB need for a grocery store, retail shops, recreation for agrocery need --outdoors areas andindoors --andsomething its own shuttle “our because service students andstaffbecausedidn’t safe riding feel public forward, won’tforward, Baltimore serve City, its residents, businesses andinstitutions –ifwe are a to be complex spoke to make about the need the streets around “come the buildings alive.” abouttalkedBaltimore’s official city “east-west divide”whichhas kept residents separated by the of comprehensive, transportation public reliable users systems span the whose cities’ regular two communities without confronting the them. chasm between aesthetically appealing in their neighborhood. The developer Thedeveloper aestheticallywho now inowns appealing their neighborhood. the Metro West and downtown “an as impediment to shopping at Market,” like places Lexington has which been a much more vibrant street than life Baltimore, but have also multiple shared spaces the which struggling to attractstruggling across-section ofBaltimore residents andvisitors despite housing some of where up.side ofthe city Aplanner grew they at the University Baltimore ofMaryland, (UMB) separation” in ofa“culture place ofconnection.” spectrums, andracial the contrast furthersocio-economic illustrates Baltimore’s historic “culture of diversity oftheirdiversity population comfortably together. occupies Although much ofthis isthe result strategy of reduction which bans or further discriminates against the less against discriminates of bans reductionstrategy which orfurther Klaus Philipsen, Community Baltimore Philipsen, Architect ULI TAPKlaus &past panelist from a from to the to

Highway toNowhere

Road Road to Revival

Healing a Scar, Reconnecting Our City

MLK BLVD MULTI-USE TRAIL

9

HERITAGE CROSSING GATEWAY

INTERSECTION RE-ALIGNMNET W FRANKLIN STREET INTERIM

LANDSCAPE N GREENE ST MULTI-USE TRAIL BERM EXTENSION

MLK BLVD LOT ‘C’ MULTI-USE TRAIL FREMONT AVE METRO WEST

EXTENSION N SCHROEDER ST FUTURE

N ARLINGTON AVE RETAIL DEVELOPMENT REDEVELOPMENT CENTER REVISED PASSIVE RECREATIONAL PARCEL ON-RAMP INTERIM PARK FIELDS LANDSCAPE BERM

MULTI-USE TRAIL REVISED EXTENSION OFF-RAMP W MULBERRY STREET MULTI-USE TRAIL EXTENSION METRO WEST MLK BLVD GARAGE MULTI-USE TRAIL WITH RETAIL

W SARATOGA STREET

ARCHDIOCESE K-8 SCHOOL CENTER WEST DEVELOPMENT Turn Empty SpaceW LEXINGTON to STREET Vital Place

From Highway to Nowhere to RoadW FAYETTE STREET to Revival:

WEST BALTIMORE REVIVAL 0 25 50 100 200 The Right Vision - A Realistic Plan PHASE 1 ILLUSTRATIVE PLAN The solution to the problems of the study area is to end the culture of division, and create a culture of connection. This requires us to re-engage with the public spaces that our communities now retract from, and to find new ways to activate them in the public interest. This is not actually as hard as it sounds, particularly if we build from existing strengths. As things stand, we have the unprecedented opportunity to dramatically improve the MLK corridor in the coming years. New development projects along the corridor – including a resurgent Pigtown Main Street; the UMB Gateway project between Baltimore and Fayette; the new Catholic school at Lexington Street; and the proposed garage with ground level retail between Saratoga and Mulberry – have the potential to establish a long-missing street wall. The longstanding plan by DOT to bring a bicycle and pedestrian trail to MLK furthers this transformation. Combined with a sustained effort at landscaping, maintenance, and traffic calming, we have the real opportunity to dramatically change the experience of Martin Luther King, Jr. Boulevard. From this perspective, the MLK/Route 40 intersection no longer seems like just a highway interchange lost in space. It instead has the genuine potential to become a dense, active node within a more functional urban corridor. And the public land currently devoted to concrete ramps that even DOT recognizes are unnecessary can be quickly reprogrammed to make this a reality. The land to the west of MLK can serve as a literal and physical bridge connecting the surrounding communities together. There is enough space to provide much-needed athletic fields, benefitting the neighborhoods as well as the incoming Catholic school and UMB. But there is also room to provide something desperately desired by residents in every direction: a grocery store. THE RIGHT VISION - A REALISTIC PLAN VISION - THE RIGHT Perhaps more than any single activity, the development of a retail center which includes a full- service grocery store/supermarket would make an unmistakable statement that a new day is dawning for thousands of Baltimore City residents who have been treated as second-class citizens in their home town. Living in the “food dessert” that is currently West Baltimore not only means there Metro West TAP Then, gradually,Then, the Highway to Nowhere itselfbe can transformed. First, highwaybecome the can Then, once the Metro asa complimentary site developed be LotC can to fillin, Westbegins site course,The of practical been to store challenge, makeeconomic case has thatcompellinggrocery a a TOD around station. the MARC Meanwhile, stitching for the carefully as basis together back anchor this point new can serve Franklin converted andMulberry can eachbe to back calmer residential streets with wide sidewalks If growth continues West we at believe pace, the predicted Baltimore residents with together the Boulevard. This new center retail new This anchorcould attract Boulevard. withconsumersgrocery its sidesif fromall the Baltimore with that ofthe growing population ofdowntown, with along the tens ofthousands of vibrant urban node. parcel until itstabilizes the corridor andcreates for the case long-awaited acompelling economic physical connections downtown between andWest in the Baltimore way we envision. are “bridged” recommend rebuilding Fremont Avenue, ending the absurd block-long rupture ofthis street. Then on either sideofthethe highway. neighborhoods ofthe redevelopment Aspart ofthis site, we rapidly growing residential population in Baltimore’s traditional downtown asupport core could is viable in West Baltimore. However, this site has the potential the to merge buying power ofWest accessto healthyis limited for residents or fresh food without their own cars, but results also in in case the (or Line somethingin the case Red similar) ever returns. multiple health problems lifespans. andshortened unique treats urban feature needs, stormwater, that neighborhood serves provides habitat, and still move from to West, East extending the strength ofHeritage Crossing andthe development new construction in to take phased can be advantage street ofthis new process condition.This should a calmer, narrower free up This would for space boulevard. natural and recreational uses (or, and exercise rehabs this work as And, targeted andnew trail iscompleted, to connect with MLK. and slower, traffic. be two-way This can complimented byfurther the extension ofwalking the across the (now less-threatening) street, completing the transformation ofthis intersection into a store ata 30,000-35,000square the intersection grocery foot ofRoute 40&Martin Luther King serves as a right-sized transportation aright-sized as serves corridor. this done All maintaining while can be a20’corridor safety. the Over long term, transformation agradual we can imagine ofthe chasm into –a avalley employees andstudents andthe at traffic huge UMB volumes RoutepassingMLK and 40. by depending upon market conditions, development) even new maintaining while on the eyes space for from a from to the to

Highway toNowhere

Road Road to Revival

Healing a Scar, Reconnecting Our City

11 Phasing We all know that Rome wasn’t built in a day, and, of course, the area spanning the West Baltimore MARC station, Franklin-Mulberry corridor, Metro West Complex, University of Maryland, Baltimore and Lexington Market won’t be transformed overnight. However, our TAP Panel fervently believes that circumstances have created an opportunity to heal a scar and repair a breach; enabling a community and city to believe that the future will be better than the present. Phase 1a: Activating the Corridor (0 to 3 years)

• Create and charge partnership organization responsible for planning and

implementation • Determine Funding Strategy

Planning • Release RFP for Retail Center with Grocery Store Activities • Design Improvements for Martin Luther King, Jr. Boulevard PHASING • Promote Public Art and Pop-ups • Close Bridges Activities

Activation • Build Parking Garage with Street-level Retail at Metro West Metro West TAP Phase 1b: Strengthening End(3to the 5years) East Anchor Phase 1b: Phase 2:5to 10years Create Remove the Connecting East to West Anchors Barriers • • • • • • • • • • • Take bridges down Allow sufficientright-of-way forpossiblerevival of theRedLinelightrailor other Allow Convert West Franklin backto andMulberry “neighborhood” streets Mulberry Streets Mulberry Remain aware ofplansfor Remain aware Amtrak’s NortheastCorridortunnelandtrack Plan fortransitioningthe “Highway to Nowhere” toacorridorforpeople and nature homesandinfillvacantlotsalong vacantrow Rehabilitate West Franklin and amenities Build therecreation store Build theretailcenterwithgrocery Reconfigure theintersectionsofMLMBoulevardwith Streets Franklin &Mulberry Freemont Avenue Reconnect rapid transitalongthe rapid West Franklin/Mulberry corridor realignment betweenthe West BaltimoreMARC andPenn Stations Implement two-waytraffic, trafficcalmingandexpandedsidewalks from a from to the to

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Road Road to Revival

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13

Phase 3: 10+ years

• Rebuild West Baltimore MARC Station to accommodate track and tunnel

realignment • Plan and incentivize transit-oriented development (TOD) in the West Baltimore MARC station area • Develop lot on East Side of MLK • Create a beautiful boulevard • Include paths for walking and biking • Create public gathering places healthy community • Create community gardens and other neighborhood amenities Realizing a vibrant, thriving, thriving, Realizing a vibrant, • Treat stormwater runoff

• Create urban habitat PHASING Metro West TAP The NecessityofFullStakeholderInvolvement

The Partnershipcomprisedbe of, butwould to, limited representatives not from the following We propose creating “The anorganization (e.g. West Baltimore Revival Partnership” or something

Our TAP depends the upon success aprocess ofthis assures which believes strategy panel that all planning the “Highway to Nowhere” andthe nearly fifty-year scar it illustratescreated of pitfalls the before us. The Partnership eithercould be aforum existing forcollaboration between entities, or and SharedLeadership stakeholders: similar) to oversee andcoordinate planning andimplementation ofthe extraordinary opportunity stakeholders are residents at the of table andincludes in neighborhood shared leadership. Thelegacy even incorporate anonprofit as entity itself if this made sense over time. excluding residents from the planning process. 55 100 50 25 0 N ARLINGTON AVE ARLINGTON N • • 200 Anchor Institutions including the University Baltimore, ofMaryland, University ofBaltimore,

MULTI-USE TRAIL University Systems, Medical ofMaryland Bon Secours Residents Association, Poppleton Now, Franklin Square, Harlem Hill, Seton Park, Towns at Community Associations including Heritage Crossing Residents Association, Center City the Terraces, Fayette Street Outreach, Southwest Partnership

EXTENSION

MULTI-USE TRAIL

EXTENSION N SCHROEDER ST SCHROEDER N DEVELOPMENT CENTER WEST

ON-RAMP REVISED

from a from

OFF-RAMP REVISED LANDSCAPE INTERIM BERM PASSIVE PARK to the to

Highway toNowhere FREMONT AVE FREMONT Metro West Plan Metro West

Road Road RECREATIONAL

MULTI-USE TRAIL

EXTENSION FIELDS

W FRANKLIN STREET

MULTI-USE TRAIL

EXTENSION

W MULBERRY STREET

W SARATOGA STREET

W LEXINGTON STREET to

W FAYETTE STREET ARCHDIOCESE K-8 SCHOOL CROSSING HERITAGE GATEWAY CENTER RETAIL Revival

MULTI-USE

MLK BLVD

TRAIL

RE-ALIGNMNET

INTERSECTION

MULTI-USE

MLK BLVD

TRAIL MLK BLVD MLK

LANDSCAPE INTERIM BERM METRO WEST WITH RETAIL GARAGE DEVELOPMENT FUTURE PARCEL LOT ‘C’

REDEVELOPMENT METRO WEST

WEST BALTIMOREREVIVAL PHASE 1ILLUSTRATIVE PLAN N GREENE ST GREENE N Healing a Scar, Reconnecting Our City

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West Baltimore MARC Station Master Plan

• Civic and Business Associations including the Downtown Partnership of Baltimore, Market Center Merchants Association, Bromo Arts & Entertainment District, Pigtown Main Street and unaffiliated small businesses • Private Developers including Caves Valley, La Citè, Warhorse, Market Center Community Development Corporation, Archdiocese of Baltimore • Public and quasi-public agencies including MDOT, MTA, DHHS, MDP, MDE, DHCD, BCDOT, BCDOP, Baltimore City Mayor’s Office, BCDPW, BDC, HCD, BMC, BPD/ BPFD, Baltimore Public Markets Corp/Lexington Market • Elected officials including State Senators and Delegates, Members • Faith communities • Non-affiliated residents including people experiencing homelessness, commuters, recipients of social services After selecting its shared leadership, the Partnership would oversee and carry out the following tasks: • Establish goals and objectives • Design strategies • Identify responsible organizations and persons

• Create implementation timetables INVOLVEMENT STAKEHOLDER • Identify and secure needed resources • Assess progress through quantitative and qualitative measurements • Adjust and refine strategies as necessary Metro West TAP That city,course, of Schaefer is BaltimoreDonald although and William and the civic leaders of Reflecting futureon the facing andbusinessthe districtsBaltimore neighborhoods along and in thereago, a Fifty years once vibrantwas American fromdisinvestment of reeling alevel city and But had this amayor city andcivic leadership with better. avision be for could how things How proximity to the “Highway to Nowhere,” we say it’s what imagine Baltimore time to again could but all ofothers. said a that handful observer beyond One if population these flight trends had the city could become adestination become could the city that wouldwant reclaim how could people to the visit; city necessary for transformation.necessary And it’s long time past to bring who have to hope people victims been in America.” waterfrontits long-neglected andcreate that aplace sparkles like ofwater abody during asummer made whole again. be ratherbe than simply accepting the status quo. It’s andmarshal bold the be resources time to again of ill-conceived policies andplans. It’s policies of ill-conceived time that of our ascar in to to be apart heal city deserves continued, would likely this city have “the become Detroit ofthe coast.” east and policy-makers had written off. are with nolonger us, theira half-century ago vision, hard work in Baltimore andbelief made a Back totheFuture: A LessonfromthePast sunrise; live up how could to the the city aspiration Greatest inscribed on its bus stops “The City as difference. but forall, Not for many. Not for the entire city, but for many of the areas thatplanners from a from to the to

Highway toNowhere

Road Road to Revival

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For more information, contact: Lisa Norris, ULI Baltimore District Council Coordinator [email protected] Office: 410.844.0410 | Cell: 443.824.4246 baltimore.uli.org A LESSON FROM THE PAST / CONTACT THE PAST A LESSON FROM