Posts in category Smart Growth
The city routinely bids public land out to private companies. Instead of money, the city demands amenities like affordable housing, workforce development, or a library. Sometimes, these deals work well. Sometimes, they're just a bad deal, or developers renege on promises.
WAMU reporters Patrick Madden and Julie Patel have been delving into this issue in a series this week. Their Tuesday and Wednesday installments look at the ways public land deals and subsidies can go wrong.
Their week-long series frames the issue around the inappropriate influence of money in politics. If campaign donors get a leg up in the competition for deals, that is a serious problem, and good for Madden and Patel for giving it attention. However, campaign cash is only one of several possible reasons these deals can turn out bad. At the same time, they can also bring valuable benefits as well.
Land deals aren't just a giveaway
The Tuesday headline was "Million-Dollar Properties, $1 Deals." The lede talks about 5 projects that went to Donatelli Development and Blue Skye Construction. "The appraised value of all this public land, according to city records: $17.5 million. The price paid by the developers to the city, a little more than a parking ticket: $88."
Sounds like a massive handout! Where can I get a few acres for a buck? But later, Madden explains that it's not quite so simple. The deals come with big strings. In particular, they often have to build affordable housing.
Certainly there's some profit in these deals, and if that profit goes to the biggest donors, that's a big problem. However, Donatelli's profit isn't anywhere close to the $17,499,912 that the intro might lead people to believe.
Madden gives a table of the top 5 land deals:
|Project||Payment to DC||Value of land||Contributions|
by dev. team
|Hine Jr. HS||$21,800,000.00||$44,700,000.00||$194,045.00|
|West End (Library & Fire Station)||$18,000,000.00||$30,018,000.00||$127,295.00|
|Capital Fire Station||$15,000,000.00||$40,300,000.00||$123,646.00|
|Minnesota-Benning (Phase 2)||$10.00||$13,176,000.00||$122,076.00
This table isn't really, complete, however, without factoring in what the development teams have to spend on the public amenities that go into the buildings.
|Project||Pmt. to DC||Value of land||Public amenities|
|Hine Jr. HS||$21,800,000.00||$44,700,000.00||20% affordable housing|
C Street & plaza
|West End||$18,000,000.00||$30,018,000.00||New library, fire station|
|The Wharf||$1.00||$95,000,000.00||15% affordable housing|
|Capital Fire Station||$15,000,000.00||$40,300,000.00||(can't find this)|
|Minnesota-Benning||$10.00||$13,176,000.00||100% affordable housing|
What makes a good deal?
Figuring out how much those public amenities are worth, however, is the tricky part, and whether the government is getting a good deal. People often disagree about how much affordable housing is fair. In the West End, DC is giving Eastbanc two parcels, which now contain a library and fire station. Eastbanc can build housing, but has to also build a new library and fire station.
Eastbanc is also building 52 units of affordable housing with an additional $7 million subsidy from the city. DC's zoning commission then let Eastbanc out of the Inclusionary Zoning affordable housing requirement on one of the two parcels, after the developer and officials argued that the value the city is getting from the new library and fire station uses up all the value of the property.
Cheryl Cort thinks that despite the IZ exception, this is probably the best deal we can get. A library advocacy group Ralph Nader founded, the DC Library Renaissance Project is suing to stop the project, arguing that DC should have held out for more affordable housing. Many neighbors want the library, already and think the Nader group is going too far. There's no definitive way to know who's right.
Under the current leadership of DMPED's Victor Hoskins, the city has been seeking less affordable housing from its public land deals, and more direct revenues.
Sometimes public officials don't push for important amenities
DC economic development officials are often quite eager to get a deal done, even at the cost of important amenities. At Minnesota Avenue and Benning Road, a DDOT plan for the area recommended a new road connection to expand the grid around Minnesota Avenue Metro and a highly congested intersection.
One of the two bidders included the connection, while the winner, Donatelli, did not. Representatives of Mayor Fenty's Deputy Mayor for Planning and Economic Development (DMPED) then joined Donatelli in lobbying against the concept or even reserving the right of way for a future street. Maybe it was too expensive or difficult, or maybe it was an important amenity that officials just didn't bother to push for.
Madden and Patel discusses some other problems with public land development deals like this. A law requires the developers to hire small and minority-owned businesses. Sometimes they don't. (Other times, those companies are just shells that give a payout to owners while a larger firm actually does the work.)
A WAMU investigation of 110 D.C. developments that received $1.7 billion in subsidies found:The series has an overarching thesis that much of this comes about because the developers are dishing out campaign cash. That certainly may be part of it, but it's not the only reason. Plus, Aaron Wiener plotted donations against the size of deals and found only a weak correlation.
- Flaws with benefits pledged for about half
- A third missed requirements on hiring local businesses, or the city didn't have paperwork for them
- Another 15 percent downsized or delayed benefits, costing the city millions in lost revenue and others arguably didn't need the subsidy in the first place
- Less than 5 percent of the subsidies approved were for the city's poorest areas, wards 7 and 8.
Cash probably does have an effect. So do other factors. Sometimes economic development officials or politicians just want to get the deal done because a ribbon-cutting is appealing while a project sitting unfinished is a hassle.
Public land deals, though often bungled, are still necessary
Madden says, "Activists and even some council members have asked why the city just doesn't hold a public auction for these properties and award them to the highest bidder." That's an option, but then there would be no amenities. Where would the new library go? Making it part of a larger mixed-use project is probably the best way to use the land, since a library doesn't need to take up an entire building. Wouldn't we be better off with a broader mix of uses that maximize the value of this site?
DC could just rent space in an office building for a library, perhaps, but is that space going to be well-suited for a library and in the right location? Plus, that would mean library rent goes up as neighborhoods become more desirable, creating a risk that future budget cuts imperil libraries entirely instead of just shortening their hours. Meanwhile, there's definitely no spec building out there that can fit a fire station.
Others, like Parisa Norouzi of Empower DC, feel that public land should never go to private uses. She'd like DC to keep all of the publicly-owned land for schools, libraries, and so on. Many other activists also view any public-private partnership deals with suspicion, and don't want a private company building a library.
These public-private deals, imperfect as they are, seem to be a compromise between these two views. The public gets something for its land, but the land can also accommodate housing and offices when the public doesn't need every square foot for public use.
Still, it's important that public officials push to get the best deal for the city, and ensure that winning bidders keep the promises that helped them win bids in the first place. When officials don't, sometimes it's because of campaign cash, but there can be many other reasons as well, which are just as important to combat.
Prince George's County has diverged from its smart growth goals, says the county Planning Board in a searing assessment. The board says residents have a choice: push for more transit-oriented development and walkable communities, or "be resigned to business as usual."
The board released a policy paper called How and Where We Grow as part of an update of the county's 20-year plan for growth and development. It offers aggressive proposals to tame sprawling, scattered development and focus public resources at Metro stations and priority urban centers.
While official plans and rhetoric say transit-oriented development is important, land use trends show a different story on the ground. The county must recommit to managing its growth in a sustainable way by preserving open space and focusing development around Metro stations, says the board. Otherwise, the county will remain a place known for bedroom communities, underutilized Metro stations, and weak job growth.
Members of the public can offer their input on the county's future at a day-long town meeting next month.
Prince George's is at a crossroads
"Prince George's County is at a crossroads," the Planning Board states. "Will we choose bold action or business as usual?"
The document recounts how the 2002 General Plan vision for growth and land use fell short of its original goals over the years. Without commitment to a new direction, the county can expect more spread out development, continued failure to capitalize on the promise of transit-oriented development, and lagging investment to spark revitalization of communities inside the Beltway.
Between 2002 and 2010, residential growth in the county departed from the General Plan by spreading out into over 6,400 acres of the "Developing Tier," a rapidly suburbanizing area outside the Beltway. The lion's share of the county's development occurred there, including 73% of residential and 60% of commercial growth.
In the "Developed Tier," inside the Beltway, growth lagged. It fell short of goals by capturing 25% rather the hoped-for 33% goal. However, what was built there consumed just 5% of the county's land area.
Development in the pipeline, which has been approved but not yet built, promises more of the same. More than 79% of residential units in the development pipeline are single-family detached houses in the Developing Tier. Yet according to the Planning Board, demand forecasts show that more than 60% of the new housing units to be built should be multifamily units located in walkable communities at transit-accessible locations.
All photos by the author unless otherwise noted.
How and Where We Grow points to the costs of these growth patterns: spread-out development at densities that are difficult to support with quality transit or retail services, long commutes, and a future as a bedroom community to the region. Over the past 40 years, a third of the county's open space, agricultural, and forested land were converted to low-density residential development. The loss of open space has fragmented natural areas and undermined the agricultural economy.
Furthermore, the board notes that the county has attracted the fewest number of new residents of an area jurisdiction from 2000 to 2010. "Without recalibration of county priorities and policies that promote TOD [transit-oriented development] and high-quality, mixed-use development," the paper says, "it is likely that the county will be at a continued disadvantage to its neighbors when it comes to attracting residents and employers who value the connectivity and amenities that other such communities provide."
The county needs a unified vision
The board notes that the structure of county government undermines unity and fosters internal competition through the lack of at-large council members on the county council. "While the County Executive can focus and coordinate resources, the nine different Council members, oftentimes with nine different priorities, it is difficult to agree upon a single vision for the county," says the paper. "In practice this means that public dollars get spread across the county, instead of being concentrated in a few places to make a truly significant impact."
A "clear mismatch in stated goals and actual infrastructure investment" emerges when assessing the county's transportation spending priorities, the board finds. There's also far more commercial and mixed-use zoning than the market can support. The paper notes that the county's weak commercial tax base makes it a challenge to compete for employers or have the financial resources to address community needs, like crime and poor schools.
Given these tough observations, the planners put forth a realistic agenda for the future with this set of specific recommendations aimed at leveraging existing infrastructure:
- Define density targets and growth goals for the tiers to shift the focus of development to the centers and the Developed Tier.
- Make a stronger commitment by targeting new growth to the Developed Tier and increase the growth objectives for the tier.
- Locate the new hospital center and key government functions at a transit-oriented development location.
- Reduce the backlog pipeline development (which can linger for decades). Prioritize and phase development by requiring bonding for infrastructure improvements. Also use the water and sewer process to more aggressively discourage greenfield development.
- Prioritize and fast track building permits in targeted areas (County Council is currently advancing a bill to do this).
- Revise surcharge fees for schools and public safety, encourage development in the Centers and Developed Tier by reducing fees, and phase growth in the Developing Tier through fee increases.
- Adopt new zoning ordinance and subdivision regulations. Ensure they are supportive of the General Plan goals, including encouraging transit-oriented development.
The planning board's honest, stern assessment of the county's challenges and practical list of reforms offer the chance for Prince George's County to change its ways. County leadership has shown some appetite for meaningful reforms. At the request of the county council and executive, the state delegation enabled the county to reduce fees for developments around Metro stations during the last Maryland legislative session.
The County Council is also advancing a bill to expedite development review for projects close to Metro stations. Meanwhile, the debate over where to locate the proposed Regional Medical Center has shifted away from expansive open sites to parcels around the Largo Town Center Metro station.
However, the county's spending priorities still reflect business as usual, with a focus on building costly intersections for new communities like National Harbor and Konterra instead of investments to enhance access to transit stations or improve bus service. Expensive sprawl-supporting highway projects remain high on the county's wish list for state funding, such as roads to support the 6,000-acre greenfield Westphalia development located outside the Capital Beltway and miles from the nearest Metro station.
Despite the mixed and sometimes contradictory priorities pursued by the county, the Planning Board and staff are making waves by pointing out the costs of continuing old ways that will allow the county to fall further behind.
50 years ago, White Oak was a prosperous suburb that inspired The Wonder Years, but today the community north of downtown Silver Spring struggles with disinvestment. Montgomery County planners say an urban approach to redevelopment can bring new life to the area.
While White Oak has several historically affluent neighborhoods, today it has no majority racial or ethnic group, and renters make up over a third of the population. There are abandoned office buildings and a reputation for crime, whether real or perceived. Residents have to go long distances to Bethesda, the I-270 corridor or DC for work, shopping, and more.
Planners found that residents are frustrated with the status quo. "There is great interest in seeing 'things happen'," they write in a draft of the White Oak Science Gateway Master Plan, a proposal to transform White Oak's strip malls and office parks into a "vibrant, mixed-use, transit-served" research and technology center.
Plan calls for three urban nodes, new parkland
Planners envision creating three new "activity centers" clustered around the Food and Drug Administration, whose 9,000 employees began moving here in 2009, and Washington Adventist Hospital, which wants to move here from Takoma Park.
The largest would be LifeSci Village, a partnership between local developer Percontee and Montgomery County to build a planned community for bioscience research and technology behind the FDA campus. Today, it's a 300-acre brownfield site containing a shuttered sludge treatment plant and a concrete recycling facility.
"We have to create a compelling reason for people to come here," says Jonathan Genn, executive vice president at Percontee. Bioscience workers "tend not to [have] your normal 9-to-5 week," he adds. "They're working nights and weekends. They want that vitality."
Designed by New Urbanist architecture firm Torti Gallas and Partners, the $3.2 billion project would contain a research campus with several "world-renowned" academic institutions, along with offices and labs, a hotel and conference center. There would be a commercial district with shops, restaurants and entertainment venues, and up to 5,300 new homes, including apartments, townhomes and some single-family homes.
Another "activity center" would be at 40-acre White Oak Shopping Center at New Hampshire and Route 29 would give way to apartments, offices and shops in buildings up to 200 feet tall surrounding an "urban plaza" and a "neighborhood green" for community gatherings. The plan encourages redeveloping the 1960's-era garden apartments behind the shopping center, but only if the new buildings set aside at least 15% of their units for affordable housing.
The third would be in Hillandale, where both Georgetown University and Montgomery College have expressed interest in buying the former National Labor College campus at New Hampshire Avenue and the Beltway.
Meanwhile, residents would get a larger open space network, including neighborhood parks, a recreational park and a proposed, 130-acre expansion of Paint Branch Park into the FDA property, the vast majority of which is unused.
Planners seek new approach to congestion
The Science Gateway plan is a 180-degree turn from previous plans for White Oak and East County, which sought to keep the status quo. Planners say that old solutions won't fix White Oak's real issues, and that improving transit and bringing amenities closer to where people live is the best way to handle traffic.
"Creating a really vibrant, mixed-use community ... is a mitigating factor," says Genn. "People can walk to work, bike to work, people can do other activities after work. All of those things mitigate traffic impact at rush hour."
In total, the Science Gateway plan allows up to 8,500 new homes and 13 million square feet of new commercial space containing up to 43,000 new jobs. That's more than double the amount of homes and commercial space here today, and nearly triple the amount of jobs.
Planners hope that new transit and improved local street connections will help reduce the Science Gateway's traffic impacts. Montgomery County's proposed Bus Rapid Transit network would connect the three centers to each other and to the rest of the region with lines along Route 29 and New Hampshire Avenue, and Randolph Road.
BRT lines currently under study (in blue) and an extension to LifeSci Village (in green). Image from the Montgomery County Planning Department.
The plan also calls for connecting dead-end streets where possible and building a new street grid at the White Oak Shopping Center and LifeSci Village. Planners recommend rebuilding a bridge that carries Old Columbia Pike over the Paint Branch, which was closed to cars 30 years ago, and creating a network of "green streets" with bike lanes.
By giving residents, workers and visitors alternatives to driving, the plan's goal is that 30% of all trips will be made without a car by 2040. That may seem unrealistic, but 25% of White Oak residents already commute to work by foot, bike or transit today. The Metrobus K and Z lines, which serve White Oak, are some of the most-used routes in suburban Maryland.
Strict staging requirements would ensure that new development wasn't occurring without the public infrastructure needed to support it. Under the plan, most of the development wouldn't occur until after the Bus Rapid Transit lines on Route 29 and New Hampshire were funded and built. The Planning Department would have to submit reports every 2 years showing that infrastructure has caught up to development.
Science Gateway could improve jobs-housing imbalance
While the Science Gateway could help fix the region's jobs-housing imbalance by putting more jobs on the east side, closer to where the most affordable housing is, reducing the need to commute to the I-270 corridor or Northern Virginia for work.
There are no fewer than 5 plans each calling for a similar amount of development as in the White Oak plan along I-270, like the the Great Seneca Science Corridor in Gaithersburg, which both residents and smart growth advocates criticized for putting too much development in an isolated area.
Many of them suggested that White Oak was a better location for it, and East County residents agree. In 2009, the East County Citizens Advisory Board demanded more jobs and investment in the area, while visitors to a 2010 open house advocated for more density and transit.
Improving pedestrian, bike and transit connections could help traffic in White Oak. Photo by the author.
Nonetheless, most of the Science Gateway isn't allowed under the county's Adequate Public Facilities Ordinance, which discourages new development in congested areas based on the assumption that everyone will drive everywhere no matter what.
But "even if Montgomery County limited development," planners note, "regional and local traffic will continue to congest the highway network." To make White Oak eligible for new development, planners simply recommend not including regional highways like Route 29 and the Beltway in traffic counts, which would lower the area's traffic counts, making it eligible for new housing and job growth.
Not everyone's convinced, however. "This just means we're going to suffer from more traffic," said Alison Praisner Klumpp, Calverton resident and current member of the East County Citizens Advisory Board, said at a presentation on the plan earlier this month. Carole Ann Barth, president of the Montgomery County Civic Federation and a resident of Four Corners, called the plan "shallow, simplistic and ultimately impractical" while claiming it would force people to live in apartments against their will.
Plan needs transit, some industry to succeed
As someone who currently lives and bikes in White Oak, I'm excited by the Science Gateway plan. Having more jobs, shopping and housing choices in East County will encourage hopefully make this area a destination of choice once again.
However, this plan can't happen without good transit, especially a direct connection to LifeSci Village. While the staging requirements require BRT to be funded and built before major development occurs, the county's current plans call for buses without dedicated lanes on much of New Hampshire Avenue and Route 29. Without fast, reliable transit, people will continue to drive, placing an undue burden on area roads.
In addition, planners may want to reconsider preserving some of the light industrial uses in the plan area, like at the Montgomery Industrial Park on Industrial Parkway. Just 1% of Montgomery County is zoned for industrial activity, and there aren't many other places where it can go. There may not be enough of a market to rezone all of it for mixed-use development, as the plan recommends.
Studies show that a majority of Americans across racial and generational lines want to be close to transit, jobs, shopping, dining and entertainment, and communities across Montgomery County and the region are responding. If White Oak wants to reclaim its former prosperity, it can and should follow suit.
The Montgomery County Planning Board will hold a public hearing on the White Oak Science Gateway Master Plan this Thursday at 6:30pm at the Planning Department, located at 8787 Georgia Avenue in Silver Spring. To sign up to testify or send written comments, visit their website.
For years, Loudoun County was one of the nation's fastest growing counties and an instructive example of the downsides of sprawl. Meanwhile, it's a nationally recognized center for horse breeding and for its wineries. How can the county manage ongoing growth without losing its rural areas?
Running north-south from Point of Rocks to Aldie, US 15 bisects the county into developed and rural halves. Loudoun's eastern half is a rapidly developing area that made it the nation's wealthiest county and one of its fastest growing counties.
This area contains Dulles Airport, a large number of technology businesses, and increasing racial and socioeconomic diversity. Soon, Metro's Silver Line will extend to Loudoun County, taking workers to job centers like Reston and Tysons Corner.
In Loudoun's western half, small towns and villages like Purcellville and Waterford dot the landscape among miles of rolling countryside. However, extreme development pressures put this land essential to the agricultural economy at risk.
How can the county continue to grow in a more sustainable manner and reverse existing planning mistakes? This two-part series will look at what Loudoun General Plan recommends for the county's Suburban Policy Area, or SPA, in the east and the Rural Policy Area, or RPA, in the west.
Both halves of Loudoun face unique challenges and risks, but they must play to their strengths. Each half has a specific role to play in the county, but they can complement one another. Despite tension between the two areas, Loudoun's success stems from being able to successfully plan and manage both suburban and rural places.
Where growth is happening
Brambleton, one of many new planned communities in Loudoun County's eastern half. Photo by Dan Reed on Flickr.
The Suburban Policy Area (PDF) is predicted to absorb seventy five percent of all of Loudoun's growth in the near future. By 2020, the SPA will have a population density of about 2200 people per square mile, which is close to Fairfax's current county-wide density of around 2300 people per square mile.
Sprawl has blurred many of the borders between Loudoun neighborhoods. Shopping centers blend together and there's a distinct lack of a center in many of the communities. Recognizing this, the SPA plan recommends creating four distinct "towns" in the county's eastern half: Ashburn, Sterling, Potomac and Dulles.
The towns would be compact and have a mix of uses, allowing them to have distinct centers and a strong sense of community identity. Schools and community centers would go in places where they can be easily reached by foot or bicycle. A greenbelt would wrap around each town, providing physical separation between communities and creating a network of open space and trails. The county could use Transfers of Development Rights, or TDRs, to allow greater density at other sites to preserve the open spaces.
For decades, Loudoun has planned only for cars while ignoring all other transportation modes. It will be relatively easy to add "complete streets" to new developments, but it will take a lot of work to make current roads safer and more attractive for walking and biking, especially ones like Route 7 that are over 100 feet wide and have grade-separated interchanges.
Where is the transit?
These are all good ideas, but in order to make them happen, Loudoun will have to find a way to deal with both existing and future traffic congestion. This must include more comprehensive intra-county transit.
The county's general plan devotes a lot of space to widening roads and adding interchanges. However, there's hardly any mention of any sort of public transportation, outside of vague references to future Silver Line stations and the desire to build transit-oriented developments around them.
Right now, Loudoun County Transit runs commuter buses from park and ride lots in the county to downtown DC or Metro stations elsewhere in Northern Virginia. Virginia Regional Transit operates shuttles between neighborhoods and shopping centers, but only every forty-five minutes. Transfers between lines are few and far between.
Now that the county is committed to building the Silver Line, it must create a true transit network that not only connects communities to Metro but to each other. This would relieve congestion on many of Loudoun's roads and head off the desire to continually widen arterial roads. Loudoun needs transit sooner rather than later to handle what's already here and for future infill development.
Make it denser and give Loudoun an identity
Many people would say that what Loudoun needs to do is stop growing. That wouldn't help the county improve its communities or its traffic.
The county is urbanizing rapidly and must be able to pay for the costs of new services that more citizens require. Loudoun already has higher property taxes than Fairfax or Arlington, and the improvements to the transportation network will need to rely on carefully planned growth to maximize the county's investment. In order for Loudoun to hold on to its agricultural heritage, it must ensure that its developed areas are planned with excellence.
In part two, we'll talk about the Rural Policy Area.
There are many questions surrounding Montgomery County's Bus Rapid Transit proposal, but there's just one the Planning Board will consider next Thursday: whether we should set aside room on our main streets for public transit. The answer is decidedly yes.
It's been 5 years since Councilmember Marc Elrich first proposed a countywide network of rapid bus routes. His idea has been reviewed, vetted and refined by transportation engineers, a task force of community and business leaders, the world's leading experts on BRT, and now county planners.
Today, the Planning Board is reviewing a draft of what's called the Countywide Transit Corridors Functional Master Plan, which envisions a 79-mile network containing 10 BRT routes across the county. While it's much smaller than what previous studies have proposed, it offers a realistic answer for our county's current and future traffic congestion.
I worked with Kelly Blynn of the Coalition for Smarter Growth to create a video about why we need BRT in Montgomery County:
In some parts of the county, especially in the congested Downcounty, we don't have the room to move everyone in cars now, let alone in the future. Keep things the way they are and they'll get worse. Provide a dedicated lane for transit, as this plan proposes in many areas, and people will gain a fast, reliable alternative to sitting in traffic.
Don't get me wrong: I love driving, and I love my car. But I'd rather spend my time in the car having fun, not sitting in traffic because there's no better way to get around. Some will insist that transit doesn't work for them, and that's okay. However, there are places and times when transit is the best tool we have to get people moving, and we have to take advantage of it.
Expanding our transit network is really the only way that Montgomery County can continue to grow, and the county will grow, whether people want it to or not. This plan will provide improved transit service in areas where people already use it, like along Route 29 between Silver Spring and Burtonsville, where thousands of apartments were built in the 1970's and 1980's in anticipation of light-rail line that never materialized. And it will support future development in places like White Flint, where BRT along Rockville Pike will form the spine of a new urban center.
Of course, many questions remain about this proposal. Elected officials have asked how we'll pay for it. Residents are worried about impacts to their individual neighborhoods. And there's a larger, philosophical debate about Montgomery County's transition from being the "perfect suburbia" of 50 years ago to a slightly more urban place.
We're not going to answer these questions today, not do we have to. There are still a lot of details to consider, and there are smaller, incremental improvements we can make to our transit network sooner rather than later. What this plan can do, however, is begin a conversation about getting transit on equal footing with cars.
Growing up in Montgomery County, I was taught to value diversity. We may have different backgrounds, different perspectives, and different lifestyles, but we still come together to form one community. Building a transportation network that acknowledges that not everyone drives is a statement that we value all residents of Montgomery County, not just those who drive.
The Planning Board will hold a public hearing on the Countywide Transit Corridors Functional Master Plan this Thursday at 6pm at the Montgomery County Planning Department, 8787 Georgia Avenue in Silver Spring. To sign up to testify or send written comments, visit their website.
If you're interested in learning more about Montgomery County's BRT plan, the Action Committee for Transit is hosting a talk with Larry Cole, the county's head planner for BRT, at their monthly meeting this Tuesday at 7:30pm at the Silver Spring Civic Center, located at the corner of Ellsworth Drive and Fenton Street.
DC's 1941 master plan is available through the Library of Congress. Published just months before Pearl Harbor, the plan is a fascinating look at the future pre-war planners envisioned.
The National Mall extends eastward to the bank of the Anacostia and dominates the plan. "Semi-public buildings," parking garages, and much more highway-like Constitution and Independence Avenues line the new Mall. On the other hand, Southwest retains its historic street grid, and isn't cut off by I-395.
What else jumps out?
Cross-posted at BeyondDC.
- Bikeshare is a gateway to private biking, not competition
- Short-term Washingtonians deserve a voice, too
- Judge denies injunction against closing schools
- Long-term closures: A solution to single-tracking?
- Public land deals have both benefits and pitfalls
- DC Council makes major policy changes overnight
- PG planners propose bold new smart growth future