INTERSECT
Newsletter of the Washington Regional Network For Livable
Communities
Volume 7 Number7
December 16, 2003
Support Intersect, join WRN!
Summary:
* Housing and Economic Development for the City with
Eric Price, January 14
* Washington Area's Low Transportation Costs Raise Affordability
* Councilmembers and Advocates Debate a New Housing
Agenda for D.C.
* Concentrated Poverty Grows with Rising D.C. Housing
Market, Study Shows
* Metro Pleas for Funds to Renew Aging System and Keep
Up with Growth
* Virginia Elections: Smart Growth Advocates Count
Win on Message
* Shady Grove "Mixed Use Urban Village" Plan
Offers Many Amenities for Few People
* Metrobus Gets A Boost
* Bus Rapid Transit Comes to D.C. with the K Street Busway
* Events
* Support WRN's Work & Thank You's
_________________________________________________________________
Housing
and Economic Development:
with Eric Price, Deputy
Mayor for Planning and Economic Development
January 14, 2004
John A. Wilson Building
1350 Pennsylvania Ave. NW, Room G-9
5:30pm, refreshments; 6:00pm program (note new time)
Mayor Williams, Council Members, developers, and housing advocates
all play a role in shaping D.C. housing policy, but Deputy Mayor Price,
more than any other official, is responsible for implementing it. How
does he do that? How are priorities set? How does housing fit with other
elements of economic development? How do projects actually get put together
and carried out? What are the constraints -- financial, institutional,
political -- under which the administration operates? This is a rare
opportunity to hear Mr. Price and to ask questions.
This event is the last in WRN's 4-part series, Housing in the City,
sponsored by the Enterprise Foundation and the Fannie Mae Foundation.
RSVP (attendance only): WRN, 202-667-5445, or email: staff@washingntonregion.net.
This event is free of charge.
***************************************************************
Washington Area's Low Transportation
Costs Raise Affordability
by Cheryl Cort
Transit is the saving grace of high housing costs in the Washington,
D.C. region, according to new analyses of U.S. consumer expenditures.
Housing and transportation combined make up a household's top expenditure,
and consume over fifty percent of the family budget. Despite the Washington
area's high housing expenditures, ranking third highest in the survey
of 28 metropolitan areas, the area has the third lowest transportation
costs, putting its combined housing and transportation spending in the
middle of the pack.
The Washington, D.C. area households spend less than nearly any other
major metropolitan area on transportation, according to recent analyses
of the U.S. Department of Labor Consumer Expenditure Survey for 2000-2001.
Only two other urban areas, Honolulu and New York City, spend less than
D.C. region households on transportation. Washington area households
spent 16 percent of household expenditures on transportation, and over
37 percent on housing. Nationwide, the highest expenditures on transportation
were 25 percent in Tampa, and 37.5 percent for housing in San Diego.
On average, American households spend $7,633 per year on transportation,
and $13,011 per year on housing.
For combined expenditures, the D.C. area ranks in the middle, 13 of
28 metro areas surveyed. This ranking beats Denver, Atlanta, Cleveland,
Chicago and Seattle in housing/transportation affordability. On the
housing expenditures side, only San Diego and Atlanta are more costly.
"The study documents the pocketbook benefits of smart growth.
The large cities with concentrated growth, mixed-use development and
transportation options are places where high housing costs are somewhat
offset by more affordable transportation, helping to bring down the
combined location costs," according to Robert Dunphy, Transportation
Fellow at the Urban Land Institute, referring to his analysis of the
federal statistics. "Moreover, homeowners in these higher priced
housing markets have the advantage of building wealth through home equity,
rather than buying cars, which only depreciate," said Dunphy.
The dramatic savings in transportation costs is due to the availability
of public transportation. On average, families around the country spent
$7,633 on car ownership costs per year, and $400 on public transportation.
In high transit-use metropolitan areas like Washington, D.C. and New
York City, households spend between $900 - $1000 per year on public
transportation.
Other Federal statistics show that low wage workers spend much more
proportionately on their travel costs than higher income workers. The
Surface Transportation Policy Project (STPP) examined these figures
and found that commute costs were $1,280 per year in 1999 for Americans
who use a car or truck. In contrast, Americans who were able to commute
by public transportation spent only $765, an annual savings of $515.
Commuting costs for the working poor are 21 percent of their income
when they must rely on their own vehicle, and only 13 percent when they
can take public transportation. Lower income workers also are more likely
to rely on less expensive commuting options of public transit, carpooling,
bicycling, and walking than higher income workers.
To save families money and help build wealth, STPP recommends increasing
public investment in transit, and crediting households near transit
with the savings of their location through Location Efficient Mortgages.
For more see: "We Knew It: Smart Growth Helps Lower Consumer "Location"
Costs for Housing, Transportation," by Robert Dunphy at: http://www.experts.uli.org/dk/Press/2003/ex_Press_PR_034_fst.html
"Transportation Costs and the American Dream: Why a Lack of Transportation
Choices Strains the Family Budget and Hinders Home Ownership,"
by STPP at: http://www.transact.org/report.asp?id=224
*********************************************************************
Councilmembers and Advocates
Debate a New Housing Agenda for D.C.
By Janet W. Brown
At WRN's third public forum on "Housing in the City" on November
19, D.C. Councilmembers Jack Evans and Phil Mendelson and housing advocate
Nina Dastur proposed policies and programs to rescue the diminishing
supply of affordable housing in the city. It fell to Dastur, an Equal
Justice Works Fellow with the Center for Community Change, to remind
the audience of the basics:
-- Sixty percent of D.C. households with annual incomes below $35,000
have excessive housing costs, paying more than 30 percent of their income
for shelter.
-- The city is short 13,800 units affordable to the lowest income households,
those earning less than $10,000 a year, serving only half of these families.
-- Poverty is becoming more concentrated: with the number of census
tracts with more than 40 percent living in poverty increasing from 10
to 23. This shift appears to be linked to displacement from other neighborhoods.
Jack Evans, Ward 2 Councilmember for 12 years and Chair of the powerful
D.C. Council Finance and Revenue Committee, led off the discussion by
warning that he and others perceive federal low income housing programs
as largely failures, and that the federal government is reducing, and
is likely to eventually eliminate its assistance for low income housing
altogether. He pointed out that while D.C. finances were solid (with
a balanced budget and reserves -- unlike neighboring Maryland and Virginia
and many other states), demands are growing and that it is unlikely
that there will be additional public funds available for housing. The
question, he said, was "Can we spend our money better?" He
hailed the Housing Production Trust Fund as the "best bet,"
with a cautionary note about its implementation, saying, "We haven't
yet seen any [Trust Fund] buildings finished yet." Evans was hopeful
also that Tax Increment Financing (TIF) might be used to promote construction
of affordable units. He pointed out that the city needs also to help
residents stay in their homes, and that a further cap on real estate
taxes, as low as 10 percent per year is a means to accomplish this goal.
(Note: see D.C. Fiscal Policy Institute's analysis of the equity impact
of the tax caps, http://www.dcfpi.org/12-12-03tax.htm).
Councilmember-at-Large Phil Mendelson expressed pride in his contributions
-- as a citizen even before he took office five years ago - he helped
create the laws that empower renters, especially the tenants' first
right of purchase when their landlord decides to sell his building.
Advocates cite this provision and others help working families stay
in their neighborhoods in the face of rising housing prices. As a D.C.
councilmember, he then proposed that the city consider a variety of
techniques used elsewhere to lower housing costs: reverse mortgages
for elderly home-owners, and Tax Increment Financing. He is also working
to close the loophole in the tenant purchase law with his Bill #15-133.
To increase the affordable housing stock, Mendelson said the city should
be examining Inclusionary Zoning and Commercial Linkage to see how they
might work in D.C. And he pointed out how important it is to distribute
affordable housing throughout the city to promote economically integrated
neighborhoods.
Warning that there's "no silver bullet" and that the Housing
Production Trust Fund, even if fully funded every year cannot by itself
meet the need, Dastur said the private sector must get more involved.
She proposed three policies widely used in other cities to increase
the supply of affordable housing:
-- Inclusionary Zoning requires all housing development projects of
more than a specified number of units (e.g. 10 in D.C.) include a certain
percent of units (e.g. 15-20 percent) as affordable to moderate income
workers, such as teachers, and fire fighters, in return for compensation
to the developer by allowing more units on site, and other non-monetary
concessions.
-- Commercial Linkage would require that developers of commercial space
contribute $4 to $7 per square foot to the Housing Production Trust
Fund in recognition of the number additional housing units the businesses
will require from new jobs created. (Usually space for small businesses
is exempted.)
-- Employer-Assisted Housing programs encourage both public and private
employers to house some of their employees near their jobs (usually
with some incentive offered by the city), recognizing that the transportation
time- and cost-savings benefit both worker and employer, and the environment.
To help preserve existing affordable housing, Dastur pressed for passage
of Bill #15-133, which will restore the tenants' first right to purchase
their buildings when owners of rental properties decide to sell.
The speakers' brief presentations were followed by more than an hour
of lively exchanges with the audience and each other. Members of the
audience made their own suggestions, including a well-staffed tenant-assistance
office. In response to questions, both council members expressed some
caution about inclusionary zoning and commercial linkage, lest the city
frighten away developers that it needs. And both agreed to urge the
Mayor to make his appointments -- now almost two months overdue -- to
the task force that will draft a comprehensive housing strategy for
the city.
For more on inclusionary zoning, see: "Expanding Housing Opportunity
in Washington, DC: The Case for Inclusionary Zoning" by PolicyLink,
http://policylink.org/DCIZ.html
************************************************************************
Concentrated Poverty Grows
with Rising D.C. Housing Market, Study Shows
By Elizabeth Cox
Two varying trends, a high level of new housing construction and a
concentration of poverty, highlight the state of housing in the District
of Columbia. These findings were the focus of a public forum led by
Margery Turner of the Urban Institute and hosted by WRN on October 21.
The recent release of the second edition of "Housing in the Nation's
Capital" funded by the Fannie Mae Foundation sparked conversation
between Turner and over seventy forum attendees. The report, based on
information from the 2000 census, shows D.C. has fared well in the face
of recession. The employment rate and the average wage have increased
as well as the level of education among District residents while the
number of people on welfare and the number of vacant properties have
both decreased.
Despite the Washington region's overall prosperity, the number of extremely
poor census tracts in the District rose, their population increased,
and their poverty deepened. D.C. housing prices have been rising twice
as fast as the rest of the region. In 2002 the average price of a home
in D.C. was $341,000, compared to $267,000 for the rest of the region.
Sale prices have doubled in neighborhoods like Columbia Heights, Shaw
and Capital Hill. Other neighborhoods, such as Ivy City, are being left
behind by the city's housing boom. Only one new housing unit was authorized
in Ivy City between 1999 and 2002.
In 2000, almost one in four poor District residents lived in a census
tract with a poverty rate exceeding 40 percent. The causes of rising
concentrated poverty are unclear but evidence suggests that some lower
income residents displaced by high housing costs in gentrifying neighborhoods
have moved to areas that have not benefited from the city's housing
revival. The rise in concentrated poverty in the District, the only
jurisdiction in the region with clusters of high-poverty, is even more
disturbing when compared with trends in other major cities where high-poverty
areas declined by an average of one-third. Turner believes, "In
terms of the city's vitality and prosperity, we should be able to do
better than this."
According to Turner, D.C. and other jurisdictions need to identify gentrifying
neighborhoods early and preserve affordable housing. She also recommends
luring people to less populated, emerging neighborhoods in order to
relieve pressure in desirable neighborhoods. Federal assistance, the
primary resource for very low-income housing, is declining and unlikely
to improve, according to Turner. The burden is increasingly left to
jurisdictions that are unable to find the resources to provide housing
subsidies for low and very low-income residents. Turner also emphasized
the need to think about housing in a regional context. Although there
is no effective regional institution, she thinks, "D.C. should
step up and declare itself a leader in the region."
The city has played an increasingly active role in subsidizing housing
for low and moderate-income residents in recent years. It has also made
significant strides with some initiatives, such as funding the Housing
Production Trust Fund, which has financed almost 3,200 new and rehabilitated
housing units in 2002 alone. However, troubling trends in increased
areas of concentrated poverty and an inadequate supply of affordable
housing demonstrate that "the city could be doing better."
For full report see: www.fanniemaefoundation.org/publications/reports/hnc/2003/hnc2003.shtml
___________________________________________________________
Metro Pleas for Funds to Renew
Aging System and Keep Up with Growth
By Cheryl Cort
"America's transit system stands at the precipice of a fiscal
and service crisis," begins the "Metro's Matters" brochure
on the Washington Metropolitan Area Transit Authority's (WMATA or Metro)
capital funding needs. Metro has created an unusual appeal to the public
and policymakers: it is pleading for $1.5 billion to purchase rail cars,
new buses, and supporting investments to renew an aging system and keep
pace with the demands of growing ridership. This $1.5 billion would
fund Metro's most urgent, unfunded priorities. Despite a successful
25 percent growth in ridership during a recent five-year period, Metro
warns that that continued capital investment deferrals will increase
severe overcrowding and affect service in ways much more visible to
customers. Declining quality of service will drive commuters back into
their cars, further congesting roadways and worsening the region's already
poor air quality.
The replacement value of the Metro system is estimated to be $24 billion.
The "bare bones" $1.5 billion six-year capital program represents
another 1 percent of the system value. Added to the existing 1 percent
in annual spending levels, the total capital needs are 2 percent of
the existing $24 billion asset value. WMATA argues these capital needs
are hardly an extravagant figure for such a significant public asset.
Metro explains that the $1.5 billion are needed for three parts of
its capital program:
1. Protect the Metro investment: $516 million to replace and rehabilitate
its assets, including trains, buses, elevators, escalators, maintenance
and passenger facilities, track, power cables, etc. Metro refers to
these needs as its "aging pains."
2. Leverage the Metro Investment: 120 new railcars for $625 million,
and 185 buses for $171 million. New railcars will allow the system to
run 8 car trains, currently it only runs 6 and 4 car trains due to funding
constraints. Metro says these investments will address its "growing
pains."
3. Secure the Metro investment: $150 million is needed to provide critical
infrastructure protection, eliminate potential vulnerabilities in the
Metro operating system, and improve Metro's ability to respond and recover
during a regional emergency. In a post-9/11 world, increased security
is viewed essential for the nation's capital's transit system.
Metro officials are quick to make the distinction between its $1.5
billion six-year capital program and annual operating budget problems.
Next year's fiscal year operating budget deficit (FY05) is forecast
to be between $46 million, if jurisdictions provide no increase in subsidies,
to $28.8 million, if local contributions grow by 4.5 percent.
For the "Metro Matters" capital renewal needs, Metro officials
see less than expected federal funding from the reauthorization of the
federal transportation law currently before the U.S. Congress. Metro
officials indicated at the Dec. 11 Budget Committee meeting that a stand-alone
bill will be needed to meet the bare necessities of rehabilitation,
and rail and bus purchases. For more information, see: http://www.wmata.com/about/metromattersfactsheet.pdf
_____________________________________________________________
Virginia Elections: Smart
Growth Advocates Count Win on Message
By Elizabeth Cox
Despite unprecedented funding from the development industry, nearly
every candidate on both sides in the Northern Virginia elections campaigned
in favor of controlling growth. According to Chris Miller, President
of the Piedmont Environmental Council, "It's little wonder that
nearly every candidate jumped on the bandwagon," since 85 percent
of Virginia voters cited growth issues as the cause for deterioration
in their quality of life in a Mason Dixon Poll in January 2003.
Even with campaign promises to control growth, taxpayers should be
concerned with developer-backed local candidates. "The development
industry clearly hopes to reopen the floodgates to real estate speculation,
but this will hand Loudoun and Prince William taxpayers a massive tax
bill to pay for all the new schools, roads and other infrastructure,"
noted Stewart Schwartz, executive director of the Coalition for Smarter
Growth. "We hope that instead the newly elected officials will
work for their voters and taxpayers. This means a rate of growth that
the taxpayers can afford and quality development that emphasizes walkable,
mixed-use communities, transit, and significant open space protection,"
concluded Schwartz.
In Loudoun County Eugene Delgaudio, Lori L. Waters and D.M. "Mick"
Staton, all developer-backed Republicans won election. Delgaudio, an
incumbent, who had opposed the comprehensive plan changes made by the
Board, claimed in his campaign literature that controlling growth is
one of his top priorities. Western Prince William saw a major victory
for smart growth. Incumbent Supervisor Ed Wilbourne who led the voting
bloc known publicly as the pro-development "Gang of Five,"
was outpolled 6 to 1 by challengers John Stirrup and Gary Friedman,
with Stirrup taking the win. In Fauquier, voters strongly endorsed a
continuation of smart growth policies by reelecting Harry Atherton and
electing Planning Commission Chairman Richard Robison to a Supervisor
seat. In Fairfax County, voters rejected all four of the Board of Supervisors
challengers, including Republican Mychele B. Brickner, who had pledged
to impose a rigid cap on escalating property taxes - demonstrating that
Northern Virginia voters are more concerned with preserving high-quality
schools, public safety and other services.
For the first time, local campaign contributions for Loudoun, Prince
William and Fairfax are available on-line courtesy of the Virginia Public
Access Project and The Washington Post. The website shows large $5000
and $10,000 contributions from the Northern Virginia Building Industry
Association's PAC to winning Loudoun candidates. Several of the winning
candidates received over 50 percent of their contributions from the
development industry.
_______________________________________________________
Shady Grove "Mixed Use
Urban Village" Plan Offers Many Amenities for Few People
After years of planning, focus groups, and community meetings, the
Montgomery County, Maryland, Planning Board heard testimony on the Shady
Grove Sector Plan which proposes to create a "mixed use urban village"
around the Metro station with interconnected streets, boulevards, pedestrian
and bikeways, street-oriented buildings, extensive streetscaping, and
a network of urban parks, open spaces and other public amenities. The
plan calls for adding potentially 4,000 homes to a 2,000 acre planning
area, along with small scale retail and areas of industrial lands and
technology-oriented businesses. The plan also calls for a Transportation
Management Plan that focuses on reducing vehicle trips and promoting
walking, bicycling and transit use.
WRN's Executive Director Cheryl Cort testified at the hearing, praising
the plan for its future vision of growth for the county. WRN cited the
plan's emphasis on transit-oriented development, and attention to pedestrian-oriented
design as a welcome alternative to large lot, automobile-dependent subdivisions,
but asked that more housing, and more affordable housing be integrated
into the plan. Cort also recommended that new housing proposed for large
lot zones in the adjacent Upper Rock Creek planning area be reallocated
to the Shady Grove Sector Plan area, "so new residents can enjoy
all of its amenities, while reducing their impact on the Upper Rock
Creek Watershed."
Others concurred with WRN's concern about an insufficient amount of
housing, pointing out that the densities proposed were too low, with
no zoning category exceeding a floor-area-ratio (FAR) of 1.5. One property
owner suggested that the extent of public amenities proposed were not
warranted by the modest numbers of homes and businesses anticipated
by the plan. Regarding the plan's recommended zoning for Metro's land
at the station, Metro staff has pointed out that guidelines for joint
development require higher densities than currently proposed.
While smart growth, business and affordable housing advocates asked
from more housing, many residents from nearby communities expressed
opposition to the amount of development proposed and the recommended
building heights of four, six and eight stories. To view the plan, see:
http://www.mcparkandplanning.org/shadygrove/masterplan/shadySD_toc.shtm
**********************************************************
Metrobus Gets a Boost
Despite worries about major operating and capital funding shortfalls,
Metro Board of Directors adopted a modest $800,000 bus enhancement program
including the posting of route numbers at 300 bus shelters, and regional
bus route information and maps at Metrorail stations. In the future,
Metro hopes to implement real-time bus passenger information system,
traffic signal priority for buses and improved stops and shelters. The
successful adoption of this measure was greatly helped by the efforts
of the Sierra Club and its "Get Metrobus on the Map!" campaign.
*******************************************************************
Bus Rapid Transit Comes to D.C.
with the K Street Busway
by Elizabeth Cox
On December 11, DDOT and WMATA presented the K Street Busway Project,
a study to advance a more efficient, reliable, and high capacity bus
service through the central core of the District connecting Union Station
and Georgetown. The K Street Busway Project is the first transit service
in the District to make use of Bus Rapid Transit (BRT). BRT is distinctly
different from traditional bus service. It is more similar to light
rail but it uses rubber tired vehicles that are attractive, quiet, have
minimal air emissions, and low floors and multiple wide doors to speed
boarding and alighting.
The K Street Busway will connect Union Station and Georgetown with
dedicated bus lanes on K Street. Implementation of the K Street Busway
will improve east-west connections, reduce travel time and result in
an estimated savings of $1 million per year in transit operating costs.
The study will be completed in December 2003 and services will be implemented
over the next year, with roadway reconstruction expected to be complete
by 2007. For more information, see: http://ddot.dc.gov/news_room/2003/December/12_02_03pr.shtm
**************************************************************************************
EVENTS
Wednesday, Dec. 17, 12:30 - 1:30 pm. "The New Transit Town"
with Shelley Poticha, of the new Center for Transit-Oriented Development.
The National Building Museum, 401 F Street N.W., Washington, D.C, free.
For more, see: http://www.smartgrowth.org/audio/default.asp.
Friday, December 19, 12-2:00 pm. National Neighborhood Coalition
Annual Meeting. The NNC will launch Neighborhood Voices 2004 initiative.
At National Trust for Historic Preservation, 1785 Mass. Ave. NW. RSVP
by Dec. 15 to Janice Clark, 202-408-8553 or Janice@neighborhoodcoalition.org.
Monday, December 29, 5pm. Public Comments on the Dulles Corridor
Rapid Transit Project Supplemental Draft Environmental Impact Statement
Due. Comments should reference Docket Number R03-6 and include name,
address, telephone number, and organization affiliation. Send to Mr.
Karl Rohrer, Project Manager, Virginia Department of Rail and Public
Transportation, 1550 Wilson Boulevard, Suite 300, Arlington, VA 22209,
or dullescorridor@aol.com
Wednesday, January 14, 6-7:30pm. "Feet First" Caucus
for bicycle, pedestrian and non-motorized transport activists and professionals,
at the annual Transportation Research Board conference. Hilton Washington,
1919 Connecticut Ave NW, Washington, D.C. 20036. See: www.americawalks.org
or contact: ellenv@americawalks.org
Wednesday, January 14, 12:30 pm to 1:30 pm. Katherine Perez, Transportation
& Land Use Collaborative of Southern California (TLUC). Smart
Growth Speaker Series. Since 2000 TLUC has worked to ensure balance
between growth, economic development and environmental stewardship in
the Los Angeles metropolitan area and recently organized a groundbreaking
forum on "Latino New Urbanism Synergy Against Sprawl." Learn
more about TLUC at www.tluc.net. At the National Building Museum, 401
F Street N.W, Washington D.C. (Judiciary Square Metro).
Friday, January 30. Comments on Draft Environmental Impact Statement
(DEIS) on Washington-Baltimore Maglev Line. The DEIS,a joint undertaking
of DDOT and the Maryland Transit Administration, was recently released
and approved for public comment by the Federal Railroad Administration.
Copies of DEIS are available at www.bwmaglev.com/ Send comments to David
Valenstein, Office of Railroad Development, Federal Railroad Administration,
1120 Vermont Avenue, NW (Mail Stop 20), Washington, DC 20590.
Wednesday, February 11, 12:30pm. Dan Burden on Streets and Walkable
Communities. Smart Growth Speaker Series. Dan Burden is a nationally
recognized authority on streets that work for people -- whether on foot,
on bikes, or in motor vehicles. At the National Building Museum, 401
F Street N.W, Washington D.C. (Judiciary Square Metro
April 6-8, Annual Bike Walk Conference. Featuring Richard Killingworth,
director of the Robert Wood Johnson Foundation "Active by Design"
program. Post-conference Technical Training Workshops will also be offered.
The conference will be in Arlington, VA. Contact: info@bikewalkvirginia.org.
****************************************************************************
Support WRN's work: Help us continue to
promote better housing policies to ensure that smart growth is for everyone.
WRN invites you to contribute $35, $50, $100 or $200. Contribution forms
are available at: http://www.washingtonregion.net/html/contributionform.html.
THANK YOUs
WRN thanks the following individual and organizational donors for their
generous support of WRN's work: Steven Hill, Mary Vogel, Richard Klein,
Kyle Walton, Stewart Schwartz, Walter Rybeck, Donald Barclay, Don Harris,
Andrea Broaddus, Thomas Metcalf, William Mosley, Jim Clarke, Freya Grand,
Josh Gibson, Alice Giancola, Tillman Neuner, Merrill Boone, Deborah
Katz, Julia Cuniberti, Lee Epstein, Kristin Pauly, Linda Katz, David
Flanagan, Anne Ambler, Webb Smedley, John and Gail Harmon, Nancy Smith,
Andrea Ferster, Jay Hellman, Jim McGrath, Tad Baldwin, Janet and Norman
Brown, The Chesapeake Bay Foundation, Mary Nagelhout, David Smole, and
Stephanie Jennings and Rob Inerfeld.
_______________________________________________________________________________________
Intersect staff: Cheryl Cort, editor; Elizabeth Cox and Alphonso Coles,
staff writers; Comments and articles welcome.
______________________________________________________________________________________
WRN advocates transportation investments, land use
policies, and community designs that enhance existing communities and
the environment of the Washington, D.C. Metro Region.
Comments
and articles welcome.
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
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