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INTERSECT Summary:
Thursday, November 7, 2002 Parking management in an urban neighborhood is an incredibly difficult balancing act between the needs of residents, employees, shoppers and commuters - not to mention those who don't own a car at all. Parking is an essential component of a successful, vibrant business district. However, each space is also extremely expensive, consumes land that could be used for housing or commercial development, detracts from the pedestrian environment and adds more traffic to already congested streets. Adam Millard-Ball, a San Francisco-based transportation planner with Nelson\Nygaard Consulting, is working with developers, cities, transit agencies and advocates to resolve thorny parking problems. Join him to learn about the latest innovative policies to manage parking to promote vibrant, livable communities - and make sure people can find a space. RSVP to WRN at: 202-667-5445, staff@washingtonregion.net.
Community Asks for Better Access to Rhode Island Avenue Metro Station Nearly forty residents participated in a forum convened by WRN August 8 to learn about three major proposals for the area: the mixed-use development project for the parking lot at the Rhode Island Metro station, plans for the Metropolitan Branch Trail (a pedestrian/bicycle trail running from Silver Spring to Union Station), and a proposed pedestrian bridge connecting the neighborhoods west of the railroad tracks to the Metro station. Beacon House, a social service organization located in the 900-unit mixed income Edgewood Terrace apartments, hosted the event. The Washington Metropolitan Area Transit Authority (WMATA or Metro) recently signed an agreement with Mid-City Urban, LLC, a major developer of affordable housing and urban infill projects, to redevelop the surface parking lot at the Rhode Island Avenue Metro station. The $68-million project will provide 270 mixed income rental apartments and 70,000 square feet of retail space. This mixed use development will build on a 5.9-acre parcel at the Metro station currently covered by a 380-space surface parking lot. At the forum, WRN organizer Heather Deutsch presented the principles of creating great places around Metro stations in "Metro In Your Neighborhood" (http://www.washingtonregion.net/miyn_files/frame.htm). Also presenting were Scott Nordheimer of Mid-City Urban, Chris Holben of the D.C. Department of Transportation, and Arthur Jackson of the D.C. Office of Planning regarding the planned Metropolitan Branch Trail and a pedestrian bridge. The event allowed for dialogue between community members, government planners and private developers about new development and the potential for improved pedestrian access to the Rhode Island Avenue Metro station. Nordheimer explained that 20 percent of the apartment units will be affordable for households earning up to 50 percent of the area median income. Fifty percent of the area median income is $41,400 annual income for a family of four. However, the median income for the District is considerably lower than that of the region. Median income for a family of four in D.C. was $48,300 in 2001, 57 percent that of the metro area. Local residents, Nordheimer said, will be given first priority for renting the affordable apartments. The shops may include national chains such as Old Navy, Red Lobster, Dress Barn, Staples, and Starbucks. Nordheimer said that Mid-City Urban indicated to the national retailers that only locally owned and operated franchises of these chain stores would be accepted for leases. He stressed that the intention of the development is to create a traditional main street feel and pedestrian-oriented environment. Nordheimer also discussed Mid-City's efforts to reduce the size of the parking garage. While one audience member expressed opposition to any development on the Metro station parking lot, others asked questions about the amount of affordable housing, types of rental units, and noise-proofing for housing so close to freight rail lines. Chris Holben and Arthur Jackson discussed planning for the Metropolitan Branch Trail (MBT) and the pedestrian bridge. Holben, the trail planner, said that this was the first of many public outreach efforts he would attend to work with residents on the details of a pedestrian/bicycle trail to run along the rail right of way in the Edgewood/Brentwood neighborhood portions. He said that the city would install good lighting and call buttons on the off-street portions of the trail, and that a high number of trail users would foster safety. Jackson said that the pedestrian bridge is in the preliminary planning stages, and indicated the freight lines operator CSX must cooperate in order for the trail or the bridge to be built. The Edgewood Terrace Apartments are located only a few hundred yards away from the Rhode Island Avenue Metro platform as the crow flies, but are at least a 15 minute walk by legal routes. Hundreds of riders of Metrobus and Metrorail, however, cut across live freight rail lines to shorten the trip to destinations like Edgewood Terrace and the Hyde Leadership Charter School lying to the west of the tracks. Audience members expressed frustration with the poor pedestrian access to the station, and asked for a direct stairway between Edgewood Terrace and the adjoining Rhode Island Plaza Shopping Center near the railroad tracks. Participants also asked for better shuttle service for elderly residents who cannot walk to the station, regardless of improved pedestrian connections. Participants also pointed out that a pedestrian bridge was originally proposed from the Metro station to the Rhode Island Plaza Shopping Center at the time the strip center was built. Given the inconvenient and indirect routes to the Metro station, and the popular hazardous alternative, a pedestrian bridge that would link to the planned Metropolitan Branch Trail (MBT) is currently being considered by D.C. Office of Planning. Funding for the bridge, estimated to cost $1.5-2 million is yet to be identified. WRN has proposed reducing the amount of commuter parking to be replaced (costing approximately $4 million) and using the cost savings to fund the pedestrian bridge. Early this year, WMATA adopted a new policy for Metro land development projects, setting transit-oriented development and pedestrian-originated trips as criteria for project selection, and allowing flexibility in replacement of parking. While WMATA has indicated that reduced commuter parking could be considered for this Metro land development project, the agreement signed with Mid-City Urban calls for replacement of all commuter parking. Arthur Jackson, of D.C. Office of Planning, pointed out that ridership at the station is declining. This decline could be attributed to Maryland commuters switching from Rhode Island Avenue Station to new stations in Prince George's County with large parking facilities. Jackson expressed interest in pursing a pedestrian-oriented access strategy instead of necessarily replacing all the commuter parking. According to surveys by both WRN and Mid-City Urban, over 50 percent of all cars parked at the Rhode Island Avenue Metro parking lot are from out of state, thus parking facilities currently serve mostly longer distance commuters. Jackson stated that once Mid-City Urban has submitted its development proposal for review to DCOP, the reallocation of funds from commuter parking to pedestrian access can be considered and proposed to WMATA. Nordheimer also expressed support for improved pedestrian access and interest in the pedestrian bridge and MBT.
Despite controversy, the Montgomery County Council acted July 30 to allow approximately 180 apartments and ground floor retail to be built at the site of the parking lot and one story Giant Foods grocery store in downtown Bethesda. The Council placed a 65 foot height restriction on the mostly residential building, but allowed the project to go forward. Federal Realty, the developer, has said that 65 feet is the minimum height possible to make the project economically feasible. Last September, the County enacted a zoning change to permit residential uses in this commercial zone, and allowed the height to go up to 75 feet. Leaders of the nearby civic association at the time voiced support for the zoning change. However, several months later, other neighbors objected, expressing concern that notice of the change was not well publicized. Several neighbors and eventually a number of Bethesda neighborhood associations voiced opposition to the project and zoning change, contending it was inconsistent with the 42 foot height restriction in the Bethesda Central Business District Plan. The new zoning restrictions that enable this mixed residential and retail project to move forward specify that the parcel must be within 1500 feet of a Metro station entrance, and at least 300 feet from the nearest single family home. The zoning restrictions also require that the parcel adjoin a public parking garage which exceeds 50 feet in height. The Giant site indeed abuts a mid-block county parking garage of 60 feet. The residential project will also be required to provide 12.5 percent moderately priced dwelling units (MPDUs) on site. "Happily Bethesda Row is adding the missing element to this highly successful project - housing," said WRN board member Ron Eichner, a local developer. Smart growth, transportation, environmental and affordable housing groups all submitted testimony in favor of the project. These groups included: WRN, Chesapeake Bay Foundation, Coalition for Smarter Growth, Audubon Naturalist Society, Action Committee for Transit, and the Co-Chairs of the Montgomery County Affordable Housing Conference, the Maryland Governor's Office of Smart Growth. Richard Hoye, Chairman of Keep Montgomery County Moving, stated in a letter to the Council: "The Arlington Road development['s]…creative use of density, design and diversity of uses will enliven a barren area in Bethesda. The project buffers neighborhoods from a parking garage with residential construction that will 'pedestrianize' a section of Arlington Road. Forty percent less traffic in an urban infill project is a great accomplishment." In July 2002, the Washington Smart Growth Alliance (SGA) recognized Federal Realty's project exemplifies smart growth characteristics. For more on The Washington Smart Growth Alliance, see: http://washington.uli.org/sga/
Without strong land use policies, according to smart growth advocates, rail to and especially beyond Dulles airport is likely to increase the problem of sprawl, not mitigate it. At the July hearing on Dulles transit, activists cited the need for continued growth management in Loudoun County and detailed transit-oriented development plans for the walking distance around proposed Dulles transit stations. Other activists stressed the need for greater emphasis on pedestrian and bicycle access to new stations. The Draft Environmental Impact Statement (DEIS) for the Dulles Corridor Rapid Transit Project examines a variety of bus rapid transit (BRT) and Metrorail alternatives for a 24-mile high-speed transit link from the West Falls Church or East Falls Church Metro stations. BRT or rail would be routed along the Dulles Connector Road to Tyson's Corner, the Dulles Airport Access Road to Dulles Airport, and finally the Dulles Greenway to two exurban stops in Loudoun County. The studied options range from six new bus stops and one new bus station in the BRT 1 Alignment to at least 13 new rail stations in the all-Metrorail T6 Alignment. Ridership estimates for 2025 are: 24,400 boardings a day with improvements to the existing system (baseline scenario), 49,400 with BRT, and 86,900 boardings for an all-Metrorail system. Capital costs for BRT are between $342-481 million, and up to $3.1 or $3.3 billion for all-Metrorail. Since all proposed rail stations in Fairfax County west of Tyson's Corner would be located within the median of the Dulles Airport Access Road, intensification of land uses within one-quarter or one-half mile walks from the station platforms presents a formidable challenge. For stations in the Dulles Toll Road median, the walking distance from the platform to the nearest development would be nearly one-quarter mile, unless Fairfax County commits in the future to high-density development in the air rights above the freeway. Despite several calls for pulling the rail alignment out of the highway median to directly service Reston Town Center and other locations, no such options are considered in the DEIS. Comments by smart growth, environmental and transportation activists at the hearings focused on the need to ensure better land use around transit stations. While little or no parking is planned for Tyson's Corner stations, served by aerial structures, many of the other proposed stops are currently parking lots with thousands of spaces, or will be constructed to serve a park and ride access model. The rail stations are envisioned to be served by pedestrian bridges that cross wide freeways and busy arterials to provide access to the median and aerial stations. Activists also stressed that funding for the Dulles transit project is not dependent on the Northern Virginia tax referendum on transportation funding. Written comments will be accepted until August 28, 2002 at 5 PM. For details see: http://www.dullestransit.com/. The next step in the process is development of the Final Environmental Impact Statement and selection of the Locally Preferred Alternative by the Metro Board of Directors and Virginia Commonwealth Transportation Board. This is scheduled to occur during the first half of 2003.
For many years Arlington has had an urban village land use plan, but a suburban road layout, according to Arlington County Board Chairman Chris Zimmerman speaking at the WRN July 15 forum attended by over 100 people. Zimmerman said the county's major transit corridors were originally characterized by wide roads, sweeping curbs, and free right turns - the features of an automobile-dominated, pedestrian-unfriendly environment. Arlington County was a dying suburb in the 1970s, but bounced back by the 1990s, gaining 34,000 residents and more jobs than residents. Instead of running the Orange Metro line down the median of I-66, Arlington County decided to take on the high costs of placing the line under Wilson Boulevard. This investment has paid off for Arlington County in large measure. Despite tremendous growth, careful land use planning has channeled nearly all the intensive commercial and high density residential development around a small fraction of the County's land area in two transit corridors. The surrounding residential neighborhoods and the rest of the county remain in lower density residential communities. Until recently, pedestrian-oriented transportation planning has lagged behind Arlington County's visionary land use planning efforts, according to Zimmerman. Also presenting at the forum, were Arlington County Transportation planners Jim Hamre and Charlie Denney. They also observed that pedestrian and bicycle policies as well as new transit services and facilities for Arlington's urban villages are finally catching up. Strong transit ridership has kept traffic at constant levels even though the Rosslyn-Ballston corridor has added 13 million square feet of office space since 1980. According to Hamre, one of Arlington County's key efforts to improve access and reduce traffic congestion is its transportation demand management (TDM) policies and programs. Thru a number of TDM programs, Arlington works with employers, individuals, and new building developers to map out strategies for reducing vehicle trips and encouraging transit use, walking, bicycling, and carpooling. TDM measures include providing subsidies to workers or residents of a new building, ride matching for carpooling, better outreach to potential transit riders through Commuter Stores, and building development requirements such as shared parking, and bicycle parking facilities and showers for bicyclists. Office space builders are sometimes asked to provide transit improvements such as a new entrance to the Ballston Metro station. Fifty percent of all employers in the County participate in TDM programs. In the Rosslyn-Ballston corridor, 48 percent of work trips are non-auto. In the Jefferson Davis corridor (including Crystal City and Pentagon City Metro stations), 58 percent of all residents' trips are by non-auto modes. Hamre stressed that promotion and public education of all the options available is a key part of gaining participation. Arlington's TDM efforts include not only employers and commercial building owners, but also large residential buildings. Hamre acknowledged that Metro platforms can be crowded during rush hour, and require waiting for more than one train. However, he compared peak hour travel to other modes, and said, "you wouldn't expect to drive through a traffic light in one cycle during rush hour either." Charlie Denney, bicycle and pedestrian planner for the Department of Public Works, presented Arlington's efforts to convert suburban road designs for fast moving vehicles into shared public rights of way for pedestrians and bicyclists along with buses and cars. He noted that retrofitting expensive public infrastructure like roadways and sidewalks takes time. He said that Arlington is now seeing the benefits of better pedestrian and bicycle planning. He showed photos of the County's efforts to improve the pedestrian and bicycle environment, including: street trees, tight curb radii (squared off corners replacing sweeping curves that encouraged cars to speed around turns), "bulb-outs" that extend the sidewalk into the street to shorten the distance between curbs to make for more comfortable pedestrian crossings, wide sidewalks, sidewalk cafes, bike lanes and medians to make mid-block crossings safer. The County is also adopting innovative technologies for pedestrians including lighted crosswalks and countdown pedestrian crossing signals. Denney said that traffic signals on Wilson Boulevard have been retimed to give pedestrians more time to cross the street. In addition to these innovations, Arlington has also launched planning for an urban pedestrian trail called "Walk Arlington." This pedestrian route will go from Ballston through Virginia Square - and possibly Clarendon, Courthouse, and Rosslyn. The walkway will include a variety of amenities and public art. Using a combination of TDM measures, new high frequency bus service and shuttles, and innovative efforts to improve the pedestrian and bicycle environment, Arlington County has achieved huge increases in commercial development, substantial population increase, but maintained manageable levels of auto traffic in its commercial corridors. According to Denney, the daily traffic counts on Wilson Boulevard have remained roughly the same for the past 15 years, while the corridor's commercial development has grown to the equivalent of the amount of office space in Tyson's Corner. Denney also noted that the County reduced the number of travel lanes on Wilson Boulevard from six to five lanes. Another contrast between the commercial centers -- Tyson's Corner is home to a small fraction of the residential population of that living in the Rosslyn-Ballston corridor. Zimmerman commented that people working in the Rosslyn-Ballston corridor have many choices for walking to lunch or running errands on foot - something impossible in Tyson's Corner. All three Arlington County PowerPoint presentations are available at: http://www.commuterpage.com/linkstudies.htm#WRN $100 Transit Subsidy Held Out as Bargaining Chip with Federal Workers Department of Labor employees are reaching out to environmental and labor advocates in the Washington region for support in urging Labor Department executives to provide the full $100 transit subsidy, in compliance with the Executive Order effective October 1, 2001. Executive Order 13150, Federal Workforce Transportation requires federal agencies in the Washington region to operate a transit subsidy program and set the subsidy at the maximum amount allowed by law. By requiring federal agencies to set the subsidy at the maximum, the order is designed to promote employees' transit use thereby reducing contribution to traffic congestion and air pollution as well as increasing federal employees' transportation options. Effective January 1, 2002 the maximum amount allowable for the subsidy increased from $65 to $100. Many Federal agencies have complied with the order and raised the subsidy to $100. Compliant agencies include: the Department of Defense, Department of Education, Department of Housing and Urban Development, Department of State, Department of Transportation and the Department of Veterans Affairs. However, the Department of Labor has not raised the subsidy for all employees. The Department of Labor has inconsistently provided the full federal transit subsidy to its employees. Currently, the DOL offers its collective bargaining employees within the Washington D.C. metropolitan area a $65 subsidy only; it offers its non-bargaining employees within the Washington region and bargaining employees outside the Washington region the full $100 subsidy. The Department maintains that it will discuss raising the transit subsidy to $100 when the union representing the employees, American Federation of Government Employees Local 12, meets with DOL officials to renegotiate its contract. AFGE 12 representatives counter that the DOL's refusal to raise the subsidy to the maximum is a violation of the executive order and bad environmental policy. The union insists that the subsidy increase should have become effective January 2002, when the law changed, independent of the provisions of labor's contract with the Department. On June 26, Coalition for Smarter Growth's Stewart Schwartz spoke at
a AFGE local 12 organized rally. Employees urged smart growth advocates
and environmentalists to contact their members of Congress to request
support in urging Secretary of Labor Elaine Chao to raise the subsidy
to the full amount. Washington Area Housing Survey Reveals Gains and Challenges Over Past Decade Economic prosperity in the Washington region has had an uneven impact on the area's housing over the past decade, according to "Housing in the Nation's Capital 2002," a recently released report by the Urban Institute in conjunction with the Fannie Mae Foundation. The report finds that the housing situation has improved for some minority communities in the region, but that the region remains largely segregated on the basis of race and that many communities are facing serious disinvestment. The report also reveals that for low-income residents the problem of finding affordable housing has intensified with a growing proportion of low-income households spending over half their income on housing. According to the report, the Washington area's booming market has had divergent impacts on communities throughout the area. The region's African American population experienced the greatest growth in homeownership, of approximately 75,000 additional homeowners over the decade-a fifty percent increase. However, this growth occurred in the suburbs and the number of African American homeowners in the District declined. The general increased demand for housing in the city, has also had an unequal impact by neighborhood cluster. For example, the population of Logan Circle increased by nearly six percent, whereas the population of Ivy City declined by nineteen percent. In neighborhoods experiencing increased demand, the effects may not be entirely positive with market pressures raising concerns about affordability and possible displacement of current residents. The study validates housing cost concerns in the region, particularly
for low income families. Of the very low-income homeowners, those paying
in excess of thirty percent of their income on housing rose from forty-seven
percent to seventy-two percent in the region as a whole. Those paying
more than fifty percent of their income for housing rose from twenty-six
to fifty-two percent. Renters in the Washington region also experienced
increased cost burdens. For the full report see: http://www.knowledgeplex.org/kp/report/report/relfiles/fmf_0507_hnc.html Parking Lots Show Potential to Meet Much of Housing Land Needs in Silicon Valley Building on underutilized parking lots and requiring less parking at new housing developments could reduce projected housing shortfalls in the area by one-third in the South San Francisco Bay Area, according to a report released in July by a coalition of smart growth and business groups. "Housing Shortage / Parking Surplus," released by the Transportation and Land Use Coalition (TALC) and prepared with Nelson\Nygaard Consulting Services, assessed the potential for new housing on underutilized parking lots and found opportunities to make housing more affordable by reducing excessive parking requirements. The Silicon Valley is considered one of the tightest housing markets in the country, where workers live in far-flung areas and travel great distances to work. The report criticizes the one-size-fits all approach many cities take to providing parking at new housing developments. The authors cite research that shows that renters, low-income households, seniors and individuals living near transit have a lower tendency to own cars. Tailoring the supply of parking spaces to the appropriate number of cars can help lower housing rents and provide land for additional housing. Copies of the full report are available from TALC's Web site under "South Bay Housing Report" at http://www.transcoalition.org. Thursday, Sept 5, 7pm. People's Community Forum on Affordable Housing. Tell your story of how you are affected by the affordable housing crisis in the District of Columbia. Event to be attended by D.C. Council member candidates. John Wesley AME Zion Church, 1615 14th St. NW (U/Cardozo or Dupont Circle Metro). Contact Linda Leaks at WISH for further information. 202-332-8800. Thursday, September 19. GreenHOME Workshop: Greening Affordable Housing. The workshop will demonstrate how to design, build, and finance cost-effective, environmentally responsible and affordable housing. For more information please contact GreenHOME. 202-544-5336 /info@greenhome.org/ www.greenhome.org. Monday, September 30, 7-9pm. Forum on the Virginia Transportation Sales
Tax Referendum. Local experts who support the transportation sales tax
referendum and those who oppose it will provide information and views
about the referendum as well as take questions from the audience. National
Rural Electric Cooperative Association (NRECA), Room CC-2, at 4301 Wilson
Blvd., Arlington, VA October 4-6. "Rail~volution," A national conference showcasing the premier ideas for using transit to make more livable communities. For further information and to register for the event please visit: www.railvolution.com. October 6: 12 - 5:30 pm. Washington Metropolitan Conference on Transit and Livability in concert with National Rail~volution 2002. Omni Shoreham Hotel, Washington, D.C. Join residents, business leaders, developers and public officials from across the region. This conference will spark constructive dialog about Transit-Oriented and Town Center development, and a discussion centered on the quality of life issues that matter to you. $25. Register through Rail~volution. Web: www.railvolution.com; Tel. 302-436-1911. The Washington Regional Network for Livable Communities seeks a self-motivated Program Assistant for a part time position. WRN's goal is to create a network of walkable, bikeable communities linked by quality transit, laced with parks, and surrounded by greenspace, with the District of Columbia as the hub of the region. WRN helps urban communities capture the benefits of smart growth, with a focus on social equity. The Program Assistant will work closely with the Executive Director to provide substantive program and administrative support with the potential to focus on program activities of particular interest. Send cover letter, resume, and writing sample to Aisling O'Connor at WRN: staff@washingtonregion.net, 1777 Church St, NW Washington DC 20036, fax (during business hours) 202/667-4491. Position open until filled. This newsletter is a free service. Please help WRN continue to report on these issues important to livable communities; join WRN and support Intersect. WRN welcomes all donations but a basic membership is $35 for individuals and $200 for organizations. Contribution forms are available on our website: http://www.washingtonregion.net/html/contributionform.html. WRN thanks the following individual and organizational donors for their
continued support of WRN's programs advocating for livable communities
in the National Capital Region: Federico E. Cura, Linda H. Freimark
and Ernest L. Wallace
WRN advocates transportation investments, land use policies, and community designs that enhance existing communities and the environment of the National Capital Region. Aisling O'Connor , Intersect Managing Editor. Comments and articles welcome. Views expressed are not necessarily those of WRN. Washington Regional Network For Livable Communities 1777 Church Street, NW, Washington, DC 20036 Phone: (202) 667-5445 Fax: (202)
667-4491 Email:
staff@washingtonregion.net Web: http://www.washingtonregion.net WRN Contribution Form ___ *** Add $20/person for Intersect to be faxed long-distance or mailed (to cover costs). Individual Contribution Categories: ___ Limited Income $15 ___ Basic Individual $35* ___ Supporter $80* ___ Sustainer $120 Organizational Contribution Categories: ___ Small $60* ___ Basic $200 (Intersect sent to up to 3 individuals* & recognition in Intersect 2x/year) ___ Sustaining $500 - Intersect sent to up to 15 individuals by email or local fax*
Please attach separate sheet for additional persons: Salutation: Mr. Mrs. Ms. Miss Name: Title: Organization: Address: Email: Home Phone: Work Phone: Fax: Affiliation(s): Send WRN updates via: ___ email ___ regular mail ___ fax ___ do not send updates ___ Interested in volunteering. Please contact me. ___ Please keep my name/information confidential. Please return this form with a check payable to WRN, 1777 Church St, NW, Washington DC, 20036. WRN is a 501c(3) non-profit organization and contributions are tax deductible to the extent allowed by law. Thank you! ________________________________________________________________________________________ | ||||||
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