Posts in category Roads
Alexandria cyclists and city staff agree that King Street west of Old Town could use bike lanes. But after a public hearing November 25, the city's Traffic and Parking Board recommended not to build them in order to preserve 37 on-street parking spaces.
Bike lane proponents say it will improve safety and access to the King Street Metro station, while many nearby residents decry the loss of parking spaces that would have to be removed. Originally, city staff proposed eliminating 37 spaces, noting that only three spaces were used on average, and that all affected houses have off-street parking.
However, instead of evaluating a compromise proposal city staff presented that would only remove some 27 spaces and carefully considering public comments, board members were clearly dismissive of the plan and its supporters. James Durham, vice chair of the Alexandria Bicycle and Pedestrian Advisory Committee, called the hearing "a disgrace."
At the first public meeting on September 18, it was clear that almost everybody considers this street unsafe. Street parking goes unused because residents worry aggressive drivers will damage their parked cars.
After that meeting and an informal consultation with members of the traffic and parking board, city staff decided to work on a compromise proposal. Their reworked plan keeps 10 of the 37 spaces, while adding three spaces on adjacent streets.
At the November meeting, 38 people spoke in favor of the proposal, most of whom were local cyclists. Bike lane supporters included representatives of the city's Environmental Policy Commission and Parks and Recreation Commission, who both submitted letters, as well as the chairman of the Transportation Commission. A teacher at T.C. Williams High School spoke on behalf of his students, and a member of the Coalition for Smarter Growth spoke on behalf of that organization, which includes two King Street residents.
Meanwhile, 18 individuals spoke out against adding bike lanes, citing safety concerns and doubting the effectiveness of the proposal. Others mentioned the need to keep the usually empty parking available for visitors.
During the hearing, members of the traffic and parking board displayed almost no interest in the public comments, asking few questions. But in a question directed at Jerry King, chairman of the bicycle and pedestrian committee, one member characterized bike lane supporters as wanting bike lanes or nothing. In fact, no one at the hearing took such a position.
When the leader of Tandem Tuesdays spoke of her weekly bike rides that pair cyclists with sight-impaired people on tandem bicycles, the traffic and parking board showed no interest in her community-building work or her safety concerns. Rather than ask Washington Area Bicyclist Association representative Gregory Billing about his organization's 3,500 participants and supporters in Alexandria, board members rudely asked if he was a city resident.
In the end, the traffic and parking board recommended that city staff implement pedestrian improvements but no bicycling improvements, retain all parking and come back later with a proposal that has "common ground" and "meat." But board members at no time acknowledged that the proposal was already a compromise.
The reality is that Alexandria is working to add transportation capacity by improving access to transit and by developing three new transit corridors. If successful, transit will enable many residents to bypass traffic and avoid the struggle of searching for parking on King Street and elsewhere.
Mayor Bill Euille, who was recently quoted in the press regarding Capital Bikeshare, said it best: "We don't want people driving their cars and parking, we want people to be using bicycles and walking."
However, achieving this vision is no easy task. At a time when City Hall is working to improve the public process through the What's Next Alexandria initiative, we need our boards to be relevant as well as responsive to residents and the vision of the city council. Based on the traffic and parking board's performance November 25, it's clear that board members are none of those things. Can our public decision-making process function when a few of the people leading that process do not act in good faith?
A version of this post appeared in the Alexandria Times.
On Monday, DC Mayor Vincent Gray said he will seek a second term. He joins an already crowded field, which will make for a very interesting race. But there's also the question of how Gray has done as mayor.
What are his biggest accomplishments? What are his biggest disappointments? And does he deserve a second term? Our contributors weigh in:
On transportation, Gray has been OK but not perfect. He's done a good job moving the streetcar program forward, but progress on bike infrastructure has moved much more slowly than it did under Fenty. He'd be a low risk/moderate reward choice for a second term. We'd know that we'd be getting someone who basically advances our goals, but maybe not as quickly as a more progressive candidate might. On land use planning, he's worth voting for just to keep Harriet Tregoning on the job.
One Gray accomplishment that I'm fond of is the Vision for a Sustainable DC, which cuts across departments and agencies and sets aggressive goals for emissions reduction and restoration of clean waters and healthy ecosystems. It remains to be seen how aggressively Gray will implement the plan and whether each department will receive adequate funding for their share of the work, but the plan is a significant step in the right direction.
I also applaud Gray for sticking with the streetcar plan despite opposition from many corners, including many voters who supported him.
However, I am unhappy with Gray's positions on minimum wage and labor standards issues. The majority of the Council is ahead of him there. I supported the Large Retailer Accountability Act and am dismayed that Gray vetoed it.
I think Gray and Deputy Mayor for Health and Human Services BB Otero have made great headway in planning, laying out a vision and foundation that moves DC in the right direction (Sustainable DC and Age Friendly DC are my two big ones).
We will have to wait and see, though, how implementation plays out (as Malcolm mentioned) either through Gray in a second term or through a newly elected administration that could turn all of that good work on its head. I'm inclined to say he deserves a second term because it's a better bet for successful implementation. But maybe I would also support a candidate that recognizes those accomplishments and is highly committed to being an implementer.
Although "One City" sometimes gets short shrift, Mayor Gray has done much to fill the slogan with meaning. The One City Summit, held in early 2012, brought 1800 residents to the Washington Convention Center.
It was actually successful at getting the participants to work together in diverse groups to identify the priorities for government services and the future of the city. Participants became engaged while educating themselves about the trade-offs of various policies, such as how new business attraction may drive out existing small businesses.
Increasing sustainability and diversifying DC's economy while improving access to it were the big policy winners at the Summit. And Gray's administration has followed up, continuing its support for the Sustainable DC plan, promoting development at the St. Elizabeth's site, and enabling continued growth city-wide through the MoveDC plan and relaxation of the Height Act.
Bringing Walmart to the District is a negative for sustainability and diversifying the economy. While improving the connections between education and jobs will take much more time, it is clear that Mayor Gray is not just continuing past policies on autopilot, but is asking hard questions about how the city and the region can succeed in the years ahead.
Save up to splurge on holiday shopping with this upcoming plethora of free events around the region.
Panel and party for local producers: Join Smart Growth America, Think Local First DC, and Elevation DC for Production in the City, an event celebrating local manufacturers in DC. Get a local perspective on production during a panel discussion and shop the pop-up marketplace with over 20 local producers, including Gordy's Pickle Jar, Cherry Blossom Creative, and Capital City Mumbo Sauce.
This free event happens this Thursday, December 5 from 5:30 to 8:30pm at the Yards Boilermaker Shops, located at 300 Tingey Street SE, and you can register to attend here.
After the jump: Reserve your space now to discuss all things nerdy with the Lobby Project, add two more exciting urban events to your docket for this Thursday, and remember to join the GGW and GGE crew for two upcoming discussions.
Get nerdy in NoMa: This Tuesday's free event from the Lobby Project, "Lighter, Quicker, Cheaper: Better Cities," appears to already have "sold out." Make sure you register here for the next and equally-as-free event in the series, "Crafting Local Brews and Spirits," happening on Tuesday, December 17. Both events take place from 6 to 8pm at 1200 First Street NW.
Hear new thoughts on New Urbanism: Also on December 5, you have the option of heading to Arlington's RoundAbouts Speaker Series for Victor Dover's talk on New Thoughts on Streets and Cities. A charter member of the Congress for New Urbanism, Dover's projects include the Columbia Pike revitalization plan and code, and Plan El Paso, which the Natural Resource Defense Council has hailed as "America's Best Smart Growth Plan."
Of course, it is free, in the Founders Hall Auditorium at George Mason University's Arlington campus, located at 3301 Fairfax Drive. The event goes from 6:00 to 8:00pm and you can RSVP here.
Meet transportation techies: Are you a techie looking to make innovative contributions in transportation? Join Mobility Lab for their Transportation Techies meetup: CaBi Hack Night. This debut event will highlight tools and apps built using open data from Capital Bikeshare and encourages attendees to share any programs they may have created using CaBi open data.
The event is this Thursday, December 5 from 7 to 10pm at 1501 Wilson Boulevard, Suite 1100 in Rosslyn. You can RSVP here.
Greater Greater Events: And don't forget about our two upcoming events involving the GGW and GGE teams.
Warm up for whichever Thursday night activity you choose with David Alpert and a talk on blogging and civic engagement. To join, make your way to Georgetown University's School of Continuing Studies Downtown Campus, located at 640 Massachusetts Avenue NW, this Thursday, December 5 from 4:30 to 5:30pm.
Next Monday, December 9, join Greater Greater Education for an Evening with Councilmember David Catania, where we'll discuss public education in the District of Columbia. The event runs from 6:30 to 8pm at the Hill Center at Old Naval Hospital, located at 921 Pennsylvania Avenue SE. You can register here. Whether or not you can make it, please submit your questions for the panel in the comments box here.
Despite years of planning to transform Tysons Corner from a car-oriented edge city into a walkable downtown, some Northern Virginia residents are surprised to learn that Tysons' 4 Metro stations will not be surrounded by parking lots.
The confusion seems to stem from a mix-up about what Metro stations in Tysons Corner are supposed to accomplish. Are they places for DC-bound commuters to board, or are they the destination stations for people working in Tysons? There will surely be some of both, but most users will be the latter, and they're who the line must be designed to best serve.
If stations are surrounded by parking that will reduce the number of buildings within walking distance of Metro. Not only that, it would also make the walk less interesting and more dangerous, since walking through a busy parking lot is hardly a pleasant experience. That in turn would reduce the number of people who could use Metro to commute to Tysons. That would undermine the entire project.
The main purpose of the Silver Line project is to transform Tysons Corner. Tysons is a behemoth, with about the same amount of office space as downtown Baltimore. It can't grow or continue to prosper as a car-oriented place. Nor would it make sense to invest almost $7 billion in a new Metrorail line if it were not going to support a more urban Tysons, or serve easy commuting into Tysons.
Consider other walkable downtown areas, like downtown DC or Rosslyn. Would it make sense if Gallery Place Metro station were surrounded by parking instead of buildings? Of course it would not. Tysons will one day be the same. It may not look like that yet, but it never will if its best land is used for parking lots.
Yes, it's true there should be enough parking along the Dulles Corridor for commuters into DC to use the system. That's why there are large parking lots at the Wiehle Avenue and West Falls Church stations. There's no need for drivers to enter congested Tysons Corner to find parking, when more highway-oriented stations exist specifically for that purpose.
Alternatively, those few drivers who do want to park in Tysons will surely be able to do the same thing they do in Ballston, DC, Bethesda, or anywhere else: Pay to park in a nearby garage, and walk a couple of blocks. As more new buildings are built near Metro stations, there will be more available private garages to pick from.
There may be some small number of people currently living in Tysons who refuse to walk to stations, and will have to drive out of Tysons to find parking. That's unfortunate, but accommodating them with parking lots at urban stations would make those stations less convenient for the larger number of walkers, and future walkers.
Temporary parking isn't a panacea
Some suggest that since it may be a few years before all the land near Metro stations is developed, it could be used as interim parking on a temporary basis. In fact, that's exactly the plan at the McLean station, where 700 parking spaces will be available at first.
That could be a workable idea in a few places, especially at McLean, which is the easternmost of Tysons' 4 stations. But it's less practical than some may assume, because most of the land surrounding these stations isn't currently empty.
For example, Greensboro station is surrounded by strip malls. They will eventually be redeveloped into high-rises, but in the meantime the property owners make more money with retail there than they would with just parking.
In places where Fairfax County or WMATA can strike deals with landowners to let Metro riders use existing parking lots, that's fine. But it does not make sense to tear down functional money-making buildings and replace them with temporary parking lots. Especially when there are better parking options elsewhere for drivers hoping to park and ride.
The bottom line is that Tysons Metro stations were planned correctly. Some interim measures are OK if they're practical, but surrounding Tysons Metro stations with parking would undermine the entire reason for running the Silver Line through Tysons in the first place.
Cross-posted at BeyondDC.
Last month, downtown Wheaton got a new Safeway, complete with 17 floors of apartments on top. While the new building gives Wheaton a skyline, it also has a lot of above-ground parking and blank walls, making the surrounding streets less inviting to pedestrians.
The Exchange, a new apartment building with a ground-level Safeway, towers over downtown Wheaton. All photos by the author.
Downtown Wheaton is having a residential boom, with 900 apartments in various stages of construction. Over half of them are in the Exchange, which is located across from the Metro station at Georgia Avenue and Reedie Drive and has a Safeway on its ground floor.
It's one of several residential projects with supermarkets being built around the region. Representatives from developer Patriot Realty says they were inspired by the Safeway with housing above at CityVista in Mount Vernon Square. There's also a Safeway with apartments above being built in Petworth, and a Giant with housing recently opened at the old O Street Market in Shaw.
Wheaton is one of the highest points in Montgomery County, and placing an 17-story building on top means it can be seen for miles in each direction. The county's plan for Wheaton calls for many more buildings like the Exchange, but for now it towers over the downtown's one- and two-story strip malls. And it fills most of a city block, meaning it faces not one, but three streets.
Seen from Veirs Mill Road and Georgia Avenue, the Exchange (left) looks like three smaller towers. The Computer Building is on the right.
Baltimore-based architecture firm Hord Coplan Macht tried to visually reduce the building's mass by making each wing look like a separate "tower." From many points in downtown Wheaton, it actually does resemble a cluster of small, thin towers.
It works well with the other buildings on Georgia Avenue that are being built or were built a few years ago. The Exchange's "towers" pair nicely with the Computer Building, an office building one block away that's being converted into a 14-story apartment tower. Together, they create an interesting rhythm with the two other mid-rise buildings on the same block, which were built in the mid-2000's, and the six-story Solaire Wheaton across the street, which will open later this month.
Of course, the Exchange also has ground-floor retail, unlike all of those other buildings. The Safeway and an attached Starbucks have lots of big windows facing Georgia Avenue and even an outdoor patio with seating, which will likely attract people and make the sidewalks active when it's warm out.
But the building's structured parking garages threaten to undermine all of the good design features it has. The "towers" sit atop a podium containing several stories of parking for residents. The Safeway sits below that, at street level, and below it is another parking garage for grocery shoppers. Together, the parking garage and Safeway are about as tall as the mid-rise MetroPointe apartments next door.
Montgomery County's zoning code requires lots of parking in new apartment buildings, even when they're literally across the street from a Metro station. Underground parking can be really expensive to build and the foundation could have impacted the Metro station, even though it's one of the world's deepest. So the developer chose to put some of it above ground, and some below.
That means if you stand in front of the Safeway and look up, you see several floors of dark "windows" meant to make the parking garage blend with the apartments above. Around the corner on Reedie Drive, people leaving the Metro pass blank walls. The building's on a steep hill, so you're walking next to the parking garage, not the Safeway. If there wasn't so much parking, there could have been some small shops here instead.
Turn the corner again to Fern Street and there's basically six stories of blank wall facing Veterans Park: loading docks and shopper parking at the street level (it's set into the hill, so you can't see it from Georgia); the double-height windows of the Safeway, all of which are papered over; and three stories of resident parking.
Urban parks should have buildings with entrances and windows and storefronts facing them, which give people a reason to visit the park and provide "eyes on the street" that make it safer. There's already a public parking garage on one side of the park, and it's disappointing that the designers and developers didn't take the opportunity to do something different, or that Montgomery County didn't make them.
It's likely that many residents won't bring cars to the Exchange given its proximity to Metro and location in a walkable neighborhood. If the developer had been able to build less parking, there may have been more opportunities to shape the building's mass to make it feel even less bulky. And there may not have been as many blank walls. There could actually be apartments and shops looking out onto Veterans Park.
Montgomery County's working on a new zoning code that would demand less parking near transit, but it's too late for this building. It's unfortunate, because the Exchange sits on a really prominent site in downtown Wheaton. It's also the first high-rise to be built there, meaning it will set the tone for decades of future development.
In some ways, the Exchange is a good precedent for the projects to come. But it may also be a cautionary tale, showing developers what not to do.
Arlington may consider instituting a fee for developers who provide less than the "standard" amount of parking in office buildings. The money could be used to pay for improvements in the surrounding area, particularly ones that encourage using alternatives to driving.
At an Arlington Transportation Commission meeting last Monday, staff presented the results of the county's Commercial Parking Working Group, charged with finding a fair and transparent method for developers to compensate the community for the external costs of building less parking.
Their solution: a three-tier fee for developers that provide less than the "standard" amount of parking for an office building. The minimum parking requirement is about one space per 600 square feet for most projects, and less in Rosslyn, Crystal City and Pentagon City. Normally, developers only have to comply with standard site plan requirements, like working with the county to provide transportation demand management (TDM) services to the building's users.
Under the proposal, a developer that wanted to provide less than the standard amount would have to pay a fee. County planners would use the guidelines to decide the amount of the contribution when the developer submits their site plan for consideration. The guideline amounts would adjust periodically according to inflation. The money would be specifically earmarked for improvements in the building's immediate area or would pay for TDM services for the building's tenants.
The first two tiers are fairly inexpensive, ranging between $7,000 and $10,000 per space, since it's relatively easy to convince a small number of people to switch from cars to other transportation modes.
As developers build less parking, it may be harder to convince committed drivers to reconsider, and the county may have to construct or otherwise provide parking instead of less expensive commuter services. At the top tier, a developer would be required to pay $40,000 per space not built, which is equivalent to the average cost of providing a parking space underground.
This is a good solution for Arlington. We have a robust system of review for major projects, and the proposal lays out in concrete terms what developers can expect if they want to reduce the amount of parking in their projects.
Although the payment amounts are lower than I would like to see, they are linked to analysis concerning the costs of convincing people not to drive to work. I would rather have seen payments linked to the cost of construction for parking spaces, which could have more closely reflected the benefit to the builder for reducing the number of required spaces.
Hopefully, Arlington embraces a similar result for residential buildings. Apartment and condominium developers similarly ask to build fewer parking spaces, but there are not concrete guidelines for what community benefits we should expect in return.
This map shows US counties, colored according to the average number of cars owned per household.
Several broad trends are visible, most of them not surprising to anyone. But it is surprising that so many counties in Virginia stand out, with higher rates than otherwise comparable counties in nearby eastern states. What's different about the Old Dominion, versus West Virginia or North Carolina?
The map is from Tumblr blog Vizual Statistix, which has a lot of interesting data visualizations. It's worth a read.
Cross-posted at BeyondDC.
On narrow sidewalks, there's often a tension between different users and activities. But sidewalks in an urban place need to make room for people to do more than just walk through.
On Black Friday, I went to the Apple Store in Bethesda Row to get my computer checked out. Though the area is a really popular destination for shopping and dining, the sidewalks are surprisingly narrow, and seemingly designed to make walking difficult and unpleasant.
Here's the sidewalk two doors down from the Apple Store on Bethesda Avenue. Next to the curb, there's a row of big, mature street trees in large, fenced-off planters. Where the buildings step back, there's also a little seating area with some benches.
The level of the street falls about a foot here, meaning the seating area is actually below the sidewalk. So there's a brick wall around the benches, just in case anyone falls.
That leaves about four feet for the actual sidewalk, which becomes a narrow channel between the storefronts and the brick wall. Since it's also on an incline, there's a railing to meet the requirements of the Americans with Disabilities Act, blocking off about a foot of sidewalk between the railing and the storefronts.
On a busy day, or frankly on any day when people are outside, you can watch folks struggle to pass each other through this slalom course: shoppers with bags, parents with strollers, or groups of friends chatting. They look down to avoid eye contact, form a single-file line, or swivel their bodies to squeeze through. The sidewalk discourages strolling or lingering here, which is part of the attraction of Bethesda Row.
Given, this is right across from Bethesda Lane, a pedestrian-only street. And Bethesda Avenue itself is a pretty narrow and slow-moving street, which is much nicer to walk along than Georgia Avenue in downtown Silver Spring, where the sidewalks are similarly pedestrian-hostile but there's far more car traffic.
But it still shows what happens when designers and engineers don't really think about the experience of walking through a place. Bethesda Row has most of the pieces to be a great place to hang out and gather, and most of the time it works really well. But poorly-designed sidewalks make it hard to enjoy being here.
- Metro maps out loop line between DC and Arlington
- Ask Congress to give DC self-rule on building heights
- It's fine to not build parking at Tysons Metro stations
- Alexandria board rejects King Street bike lanes
- DC sports spaces give short shrift to girls
- Sexist Metro ad asks "Can't we just talk about shoes?"
- Downtown & Georgia Avenue Walmarts open for business