Posts about Arlington
On Friday, September 16th, greater Washington gave some parking spaces a facelift and converted them into miniature parks for Park(ing) Day, an imaginative international event to show what else could be done with curbside parking spaces.
Thanks to readers who tweeted pictures and uploaded to our Flickr pool. Here is some of what you submitted:
The Anacostia Waterfront Trust collaborated with the DC Council and several other organizations to create a superblock-long parklet at the John A. Wilson Building along the stretch of Pennsylvania Avenue otherwise reserved for councilmember parking.
Councilmember David Grosso biked to eight DC parklets. Above, he's pictured at center, with Greater Greater Washington contributor and chief of staff Tony Goodman to his left. They're talking to BicycleSPACE co-owner Erik Kugler at the shop's Mount Vernon Triangle parklet while a staff member lunches.
Photo by @bestpixelco.
The National Park Service turned asphalt to water for imaginary canoe trips along F Street NW.
GGWash editorial board member Payton Chung enjoyed the Urban Land Institute's effort to strike the right balance between the natural and built environment.
GGWash reader Jim Chandler took this picture to say aloha from Hyattsville's University Town Center, where the city created a "temporary tropical oasis."
Reader Melissa E.B. McMahon captured the fun and games at one of Arlington County's five parklets.
Our write-ups from throughout the years of Park(ing) Days are here.
Friday, September 16th is Park(ing) Day! Park(ing) Day is an annual, international event where people turn parking spaces into miniature parks for a day, prompting impromptu public gatherings and calling attention to our need for more open spaces.
Landscape architecture firm Oculus' 2013 Park(ing) Day installation in DC. Photo by Aimee Custis on Flickr.
Here's a list of where some of the miniature parks (aka "parklets") will pop up tomorrow:
DC's official list of parklets is here. More than 25 locations will serve as pop-up parklets, including locations near Metro stations like NoMa, Dupont Circle, Eastern Market, Gallery Place, McPherson Square, and Shaw-Howard.
The DC Department of Transportation is hosting a parklet and commuter spa at Farragut North, complete with a reading nook and a professional masseuse.
Several organizations promoting Anacostia River revitalization, including Waterfront Trust, Living Classrooms, Nature Conservancy, Washington Parks and People, and DC UrbanGreens will host a parklet in front of the Wilson Building.
Alexandria City will have five parklets throughout Old Town Alexandria, including City Hall and the Washington Alexandria Architecture Center of Virginia Tech.
Montgomery County will host pop-ups in Wheaton, Silver Spring, Bethesda, and Takoma Park. Docs in Progress, a group that teaches documentary filmmaking, will be interviewing residents at its Silver Spring parklet.
Hyattsville will host four parklets, including an evening parklet from 6 pm to 8 pm at the City Municipal Building, which will have lawn games, food, beer, and live music.
Help us crowdsource PARK(ing) Day 2016
If you know of a parklet we've missed or if you see a parklet tomorrow, let us know in the comments. Share any photos of parklets and add them to the Greater Greater Washington Flickr pool or tweet it (#parkingday) and tag us (@ggwash). We'll post photos in a roundup next week.
Big marathons lean heavily on transit, whether it's local rail systems or networks of shuttle buses, to get thousands of participants to their start lines. However, due to SafeTrack, Metro will not be an option for the more than 30,000 runners in the Marine Corps Marathon (MCM) and its associated races this October for the first time in years.
Metro has historically opened two hours early, at 5:00 am, for the race. This allows runners to get to the start line near Arlington Cemetery from all points in the system well ahead of the 7:55 am start.
On average, 24,000 runners use Metro to get the race, according to the MCM's organizers.
This year, however, Metro will open at its usual Sunday time of 7:00 am on race day, October 30th. This is not early enough for most runners to take Metro to what was the fourth largest marathon in the USA in 2015.
Instead, the organizers will offer parking in Crystal City and Pentagon City with runner-only shuttle buses to the starting line. Runners will also be able to begin the race for up to an hour after the 7:55 am start. Arlington Transit will run extra buses for runners as well.
The race has also changed its course slightly, adding sections in Arlington and shortening ones in DC. This was necessary because some road closures had been planned far in advance and the times couldn't be shifted; this is also why the organizers can't just delay the start.
Metro says no exceptions
WMATA announced a blanket one-year moratorium on early openings and late closings as part of its SafeTrack plan this May. The moratorium has stood since then for any event, from concerts to Nationals games and now the MCM.
Metro has not wavered on the moratorium, even under pressure from local pols including DC mayor Muriel Bowser.
To date, WMATA has only considered adding to the time it needs for maintenance work, seeking board approval in July to make a "temporary" suspension of late night service permanent.
Opinions are mixed on Metro's decision
The majority of participants in large marathons take transit to start lines, with races all over the world encouraging runners to rides trains or buses. The benefit of existing transit networks is just that: the network. With one in place, race organizers do not need to create a network of shuttle buses that can collect runners from the various corners of a metro area.
While Metro does need to accomplish the SafeTrack repairs and the reduce its backlog of deferred maintenance, not opening early for the MCM, when the vast majority of runners ride the train, is far more detrimental to them than not staying open late for, say, a Nationals game, when on average only 11,000 attendees ride Metro.
Metro could be more transparent about what it needs to accomplish when it refuses to adjust its hours slightly for large events. In the case of the MCM, what work will be done during those two hours that cannot be done another time? Knowing this would help people understand if Metro really needs the time or just wants to stick to one standard for simplicity's sake.
Extra trains added to Metro throughout the day, but MCM officials asking runners to minimize reliance on Metro that day (insert joke here)—
Adam Tuss (@AdamTuss) August 31, 2016
Elizabeth Whitton feels Metro isn't being unreasonable:
"I've organized large scale athletic events in the past and take an opposite view of the issue. For these large scale events (across the country, not just DC), the usual protocol is for the event organizers to request additional public services (transit, port-a-potties, police, etc) and then work out agreements with the necessary government entities. Most local governments charge fees in exchange for additional services.Metro certainly is not entirely to blame in this situation. The MCM organizers have already made some lousy decisions for this year's race, for example, moving the pre-race expo, where the majority of participants go to pick up their bibs and race packets, to the transit-desert of National Harbor from the transit-rich Washington Convention Center.
I read this news as: Metro does not feel it is mutually beneficial to provide additional rail service to the MCM start due to its on-going Safetrack program.
Realistically, the marathon could change its start time. Lots of reasons why this is not practical, though. For one, the race has a permit to use the 14th Street Bridge for a specific time of day. The logistics of changing this permit would be a nightmare.
Bottom line: Metro should not receive a lot of the blame for this. It is the responsibility of the race organizers to ensure participants can access the start line."
Gray Kimbrough thinks that some intermediate threshold is warranted.
"I understand that Metro can't open early or stay open late for every event. They absolutely need to have set thresholds so that it's not up in the air.Canaan Merchant thinks the situation presents some opportunities for Metro to consider:
It seems like now is as good a time as any to come up with reasonable thresholds. Or is Metro's stand really going to be that SafeTrack can never be delayed or altered for any events? Will they continue to close down lines through the Cherry Blossom Festival, for example? Are they not going to alter anything for the next inauguration either?"
"Metro could charge more money to organizations who want to hold an early or late event. Or Metro could see if the work that they're planning on even affects downtown areas; if not, then the system could maybe open in some parts and not the others.What do you think?
In general, as much as Metro needs to get its maintenance straight, they need to think long and hard about turning away easy ridership boosts like this one as well."
What if you turned parking space in your neighborhood into the area's newest park? Staff members from a handful of Arlington County agencies recently did just that, creating a new "pop-up plaza" near Courthouse Plaza. It only took paint, plantings, outdoor furniture, and two days of work.
Though the County may have borrowed this idea from New York City, it has recently shown an ability to get innovative in transforming public spaces using inexpensive materials: in May, tape, paper, and potted plants were all it took to build a temporary bikeway.
Hopefully this plaza will remain a permanent fixture of the Courth House neighborhood (at least until the entire parking lot is reclaimed and transformed into a park).
Where do you think Arlington's next pop-up plaza should go?
Columbia Pike is one of Arlington's least bike-friendly corridors—
The transportation planning for Columbia Pike largely grew out of 2004's Columbia Pike Streetscape Task Force Report. This report set the ultimate vision for what each block of the Pike will look like in the future, once the corridor redevelops.
With that ultimate vision expected to take 30 years or more, Arlington is undertaking a short-term solution, the Columbia Pike Multimodal Project. This project includes plans to create a way to bike down Columbia Pike, or on 9th Street or 12th Street, which parallel the Pike.
The bike-related infrastructure that's planned for Columba Pike. Map by the author, base map from Google Maps.
Below are the details of the project's plans for bike infrastructure, from the western end of Columbia Pike to the east:
The west end sidepath
Starting in the west, at the Fairfax County line, Columbia Pike will get a 10-foot wide shared-use path on the north side. The path will stretch from the county line to the bridge over Four Mile Run just east of Arlington Mill Community Center.
This portion of the Pike Multimodal project is slated to being begin construction fairly soon. Fans of such a facility would likely describe it as a "trail," detractors would probably say it's "just a wide sidewalk." Having a curb to protect you from traffic is certainly a plus, but mixing with pedestrians is a negative, and having a bike route that runs in two directions cross driveways and side streets is certainly a safety concern.
The Four Mile Run bridge is one of the gaps in planning for biking Columbia Pike. The 10-foot sidepath suddenly becomes a narrow and busy sidewalk that sits immediately adjacent to traffic. Right now, the only alternatives to biking in traffic over the bridge are sharing that sidewalk with pedestrians and other cyclists or detouring north past the community center, down into the stream valley via a number of switchbacks, across a fair weather ford over Four Mile Run, and then back up a steep hill to 9th Street.
Ideally, the county would either renovate the bridge to widen the sidewalk to 10 feet to match the sidepath to the west, or add a dedicated bicycle and pedestrian bridge either immediately to the north of the bridge, or further upstream to connect to 9th Street.
A bike boulevard for the central core
Moving east across the stream, the county's planned bike infrastructure transitions to a bike boulevard along 9th Street, which runs parallel to Columbia Pike. Bike boulevards are easy to bike on because while they're open to cars, they keep speeds and volumes low.
This quiet neighborhood street will get you approximately two blocks before arriving at the second potential gap in the planned bike network along Columbia Pike: crossing George Mason Drive. Most cyclists right now head another block to the north where they can safely cross George Mason Drive with a light at 8th Street.
While the additional two block detour is relatively negligible for someone on a long-distance ride, it could potentially double the length of a trip for anyone trying to go just a couple blocks. A better long-term solution would be a bridge across George Mason, from where it dead ends at Taylor Street to where it picks back up at Quincy Street.
From Quincy, the 9th Street bike boulevard continues, to Glebe Road, where engineers evaluated the intersection for a HAWK signal to make crossing there easier and safer. Unfortunately, because the traffic control manual that Virginia's engineers defer to says a signal there isn't "warranted" because not enough people use the route, there won't be one.
This is a common chicken-and-egg problem for bike and pedestrian crossings: Nobody crosses there because it's difficult and feels unsafe, and it's remaining difficult and unsafe because nobody crosses there. Common sense says that many cyclists and pedestrians are likely going out of there way to cross at Columbia Pike or at
8th 7th Street so that they can do so at a light, but would prefer to cross at 9th if a signal were there.
East of Glebe, cyclists are directed to detour up to 7th Street for one block at Ivy Street because of a one block stretch of one-way street between Ivy and Irving Street. The county proposed making this stretch of road two-way as part of the initial bike boulevard roll-out, but ran into fierce neighborhood opposition.
Nearby residents were very concerned about opening the street up to two-way traffic around a narrow curve with bad sight-lines and contended that while the curb-to-curb width may appear to be wide enough, the mature oak trees that line the street mean that nobody is actually able to park adjacent to the curb which leaves less room for driving than you might think at first glance.
The 9th Street bike boulevard continues east to the intersection with Walter Reed Drive. Here, Arlington engineers decided the intersection needs a full traffic signal. It will be installed as part of the long-delayed Walter Reed Drive Complete Streets Project sometime in the next few years. That project will also rebuild the intersection into a more traditional and understandable layout.
A sidepath for the east end
At Wayne Street, the 9th Street Bike Boulevard ends and the planned bike facility transitions back to a 10-foot shared use path on Columba Pike. That path is planned to stretch all the way from Wayne Street, down the hill, underneath the Washington Boulevard bridge, back up the hill past the Sheraton and all the way down past the Air Force Memorial to at least Joyce Street and potentially all the way to the Pentagon.
A stretch of the 10-foot path already runs under the new Washington Boulevard bridge. The remainder of the sidepath will be built as part of future phases of the Columbia Pike Multimodal Project, but probably not until 2018 or 2019.
Again, the choice of a sidepath here is less than ideal. The sidepath would cross a number of side streets and driveways, not to mention the off-ramps from the Washington Boulevard bridge. Cyclists going downhill will pick up a fair amount of speed, and drivers rarely expect high-speed cyclists on what looks like a sidewalk, especially when they are coming from the "wrong direction" (because the sidepath is on the north side of Columbia Pike, cyclists headed east would be on the left side of the street).
From the east end of Columbia Pike, cyclists could continue along to the Route 27 trail past the Pentagon Memorial, or head along the Joyce Street sidepath to the future protected bike lane on Army Navy Drive into Pentagon City. Plans for this end of Columba Pike are somewhat in flux because of the land swap that is still being negotiated between Arlington National Cemetery, Arlington County and VDOT.
The land swap would potentially re-align Columbia Pike and reconfigure the Columbia Pike / Route 27 interchange near the Pentagon, changing it from its current cloverleaf configuration into a more compact signalized setup.
What about 12th Street?
There is also a bicycle boulevard on 12th Street, but given that it's on the opposite side of Columbia Pike from the sidepaths, I've focused on 9th Street in the context of a cyclist trying to travel the full length of Columbia Pike. People are unlikely to want to cross Columbia Pike multiple times just to continue on their way.
Why bike boulevards and sidepaths? Why not bike lanes or protected bike lanes?
If this plans seems a bit old-fashioned, building parallel boulevards and sidepaths instead of protected bike lanes, remember that they all grew out of that 2004 Streetscape Task Force Report. The biggest driver however, is space: there isn't that much of it, and there are a lot of competing demands for it.
In many places, the space available across Columbia Pike from building to building is less than 80 feet. In some places, the land the county currently owns is as narrow as 60 feet.
In that space, the county has been trying to accommodate wide sidewalks with street trees for a pleasant pedestrian experience, 24,000 vehicles a day with heavy transit traffic, and safe accommodation for cyclists. They don't all fit, and what has been compromised the most is the bicycle facilities.
In this cross section of Columbia Pike, there are 56 feet just for cars. The remaining space has to juggle bike lanes, pedestrian space, and trees. Image from Arlington County.
Converting some or all of the bike facilities on Columbia Pike to bike lanes or protected bike lanes would require identifying significant width to be taken away from some other use on the Pike. Turning a standard five-foot sidewalk into a ten-foot shared use path requires five feet of space beyond a typical Arlington Cross-section. Standard bike lanes would require an additional five feet, buffered or protected bike lanes additional width equal to the width of the buffer or the protection.
Does that space come out of the sidewalk? The street trees? The left turn lanes? The travel lanes?
Arlington County is set to spend over $100 million rebuilding Columbia Pike, and yet the "Complete Streets" project will not result in a bike facility that runs the entire length of the corridor. Is that really a complete street? Columbia Pike is the most affordable area of Arlington, and would be the ideal place to have top-notch facilities for one of the most affordable means of transportation: the bicycle.
Right now that isn't going to happen. Should it?
On August 1st, a long-closed gate at an Arlington military base will re-open for pedestrians and cyclists. The change will make it so you no longer have to take a huge detour to leave that part of the base, meaning travel by walking or riding a bike will be much more appealing.
Located at Joint Base Myer-Henderson Hall (JBMHH) and known as Henry Gate because the road it sits on becomes Henry Place once it enters the base, the gate is where Arlington Boulevard (US-50) meets North Pershing Drive. The change comes as a result of recommendations from a study by Mobility Lab and Arlington
Transit Transportation Partners.
Pershing is popular amongst both drivers and cyclists, running east-west through the quiet neighborhoods of Lyon Park, Ashton Heights, and Buckingham. Pershing is scheduled to receive bike improvements in the near future, and the stretch near the intersection with Arlington Boulevard already features bike lanes and a recently-completed mixed-use development called The Shops at Pershing.
On the other side of the fence, the barracks located just behind Henry Gate house hundreds of young soldiers, many of whom do not have easy access to cars and could really put transit, bike, and pedestrian networks to use. Nearby, there's a CaBi station, a Metrobus stop, Zipcars, and the Arlington Boulevard Trail.
However, because Henry Gate has been closed since 9/11 as part of a wave of increased security, the soldiers in these barracks have to live within yards of these amenities without being able to easily reach by any way other than driving. A base resident would have to walk 33 minutes and 1.6 miles out of their way to reach them without a car, utilizing the main gate at 2nd Street South.
Detour that pedestrians and cyclists would have to take to reach The Shops at Pershing due to Henry Gate's closure. Image from Google Maps.
However, that's all about to change thanks to Mobility Lab and Arlington
Transit Transportation. After surveying 467 residents and people who work at JBMHH, ATP found that 88 percent of the commuting population drives to work alone. Once the surveyors solicited ideas from participants on how to combat this issue, the idea to reopen Henry Gate to pedestrians and cyclists caught on with base officials.
After numerous meetings between Mobility Lab/ATP and JBMHH staff, Henry Gate is finally scheduled to reopen on August 1st. The new access point will only be open to pedestrians and cyclists, giving them a convenient way to access the amenities located directly outside the gate and connecting them to the wider transit network via the Metrobus stop and bike trail.
Additionally, keeping the gate closed to cars will ensure that there won't be any new congestion along Arlington Boulevard or Pershing as a result of this decision. It's an incredibly welcome improvement for bike and pedestrian access to one of the county's most expansive military installations.
The Henry Gate pedestrian entrance, the adjacent Metrobus stop, and newly-improved Arlington Boulevard Trail. Image from Google Maps.
A few other recommendations for improving access to Fort Myer for people who don't drive came of Mobility Lab and ATP's survey. For instance, because the vast majority of work trips to JBMHH are made at the same time, the study recommended making employees more aware of carpooling and vanpooling through a service like Commuter Connections.
Also, in conjunction with the reopening of Henry Gate, the base hopes to create a "geofence"— Improving pedestrian and bike access for the soldiers that live at Joint Base Myer-Henderson Hall is certainly a noble goal. But reducing single-occupancy vehicle trips to JBMHH (and thereby reducing congestion) will not only benefit the base's residents and workers, but also Arlington County as a whole. See Mobility Lab and ATP's full presentation on their JBMHH Transportation Survey here.
Improving pedestrian and bike access for the soldiers that live at Joint Base Myer-Henderson Hall is certainly a noble goal. But reducing single-occupancy vehicle trips to JBMHH (and thereby reducing congestion) will not only benefit the base's residents and workers, but also Arlington County as a whole. See Mobility Lab and ATP's full presentation on their JBMHH Transportation Survey here.
Between July 20th and 31st, Orange and Silver Line trains will share a single track between Ballston and East Falls Church and run less frequently. SafeTrack's first work surge was in the same place, and there are still a few loose ends to tie up.
The percent change in how many trains will run on the Silver and Orange lines during SafeTrack Surge 5. Image from WMATA.
Surge 1 work focused on the track typically used for inbound traffic (otherwise known as track "K1"). During Surge 2, Metro workers will hop over to track 2 (K2) and will do a lot of the same work. That likely means replacing rail ties, fasteners, insulators, grout pad, and power cables. In addition to this, workers will also need to finish up some deferred power maintenance that they didn't get done during Surge 1.
For all riders to the west of Ballston, this means that trains will come only every 18 minutes, 1/3 the number that typically come during a normal rush hour. They'll run more frequently east of Ballston, both because some Orange Line trains coming from New Carrollton will stop and turn around there and because the Blue Line will keep running its normal schedule from Rosslyn.
How to get around during the Surge
As with Surge 1, some westbound Orange line trains will stop at Ballston, and others will continue to Vienna. The ones that stop at Ballston will probably let people off on the regular outbound platform, turn around, reload passengers, and continue back to New Carrollton. Trains continuing to Vienna and Wiehle will enter Ballston on the "wrong" track, let people on/off there, and continue to their destination.
In other words, the shuffling that caused confused riders at Ballston's platforms will probably be back. It'll be possible for trains both heading into and away from DC to pick up and drop off passengers on either platform. So hopefully Metro again has employees in the station helping you out telling you where to pick up the train.
Metro has lots of alternative transportation info listed, including the bus shuttles around West Falls, East Falls, and Ballston, Metrobus routes with additional service, and info on traveling by bike rather than train. If you anticipate being affected by the work, check to see if there's a bus line, carpooling options, or other transport that might be a feasible alternative during the 12 days of single-tracking.
The FTA already found defects in the Surge 1 and 2 areas
The Federal Transit Administration recently released inspection data on the first two surges, showing that as of July 14th, inspectors found 109 "defects" in 27 inspections. The Surge 1 area from East Falls Church to Ballston had eight items that needed to be corrected, and there were 26 for the second SafeTrack area, near Stadium-Armory.
The term "defects" is vague, however: a defect could be anything from a burnt out lightbulb in a tunnel, to missing fasteners that could cause a derailment. The FTA defines a defect as "a documented non-conformance or deviation of WMATA's safety standards, [or] rules or procedure." So some of the issues the FTA found may be relatively small, but any noted deficiencies shows Metro still needs to work towards minding both the big and little rules when it comes to passenger and worker/employee safety.
Metro's Deputy General Manager of Operations, Andy Off, commented on the quality of the work done so far during SafeTrack, acknowledging that the agency needs to tighten up on some of the quality control being done. A new feature of SafeTrack is having quality control/assurance employees walking the tracks while work is being done, not just afterwards.
If this procedure change is more tightly integrated with the track work being done and Metro's new Chief Safety Officer continues to work on the agency's safety culture, then we should hopefully see these defect numbers diminish over the life of SafeTrack, and further on down the road.
A cross between apartments and townhouses, the "stacked townhouse" is becoming a popular house type among DC-area homebuilders and buyers. While they're great for urban neighborhoods, a quirk in zoning means they're most common in far-flung suburbs.
This townhouse in Arlington is actually two houses (note the two house numbers). All photos by the author unless noted.
Also called a two-over-two or maisonette, the stacked townhouse is basically a rowhouse divided into two two-story units, one over the other. Both units have doors on the street, usually in a little alcove, making it look like it's one big house. The garages are tucked in back, on an alley.
This house type is what some architects call the "missing middle," not quite a house, not quite an apartment, but a good alternative housing choice in places where the only options are a detached house or a high-rise.
Historically, lots of cities have rowhouses divided into multiple apartments: Boston's triple-deckers, Chicago's two- and three-flats, Montreal's plexes. In those cases, each building generally has a single owner who rents out the other unit. They don't seem to have been common in DC.
Today's stacked townhouses are either sold individually as condos, or rented out as apartments in a larger complex. They've become popular in the DC area within the past 20 years for a couple of reasons.
Builders like stacked townhouses because they take up the same amount of space as one townhouse, which saves on land and infrastructure costs. Unlike traditional apartment or condo buildings, these homes don't have lots of common hallways and lobbies that can be expensive to build and maintain.
Stacked townhouses are also great because they provide the same amount of space and privacy as a townhouse at a lower price, which might enable buyers to live closer in than they could otherwise afford. For instance, a stacked townhouse at Greenbelt Station in Prince George's County is currently selling for about $330,000, while a similarly-sized townhouse in the same development is selling for $70,000 more.
Neighbors might like this house type because they look like big houses, allowing them to blend in with other residential buildings, including apartments, conventional townhomes, or even single-family homes.
Well, most of the time. These stacked townhomes at Greenbelt Station in Greenbelt have plain, flat exteriors which only emphasize their size, making them look bigger than they really are. But this is an aesthetic choice, and can be avoided.
These stacked townhouses at Downtown Crown in Gaithersburg use different materials, colors, and bumpouts to break up what would otherwise be a big, four-story wall. It helps make the building feel smaller than it really is, while the individual doors for each unit add a bit of human scale.
You'll find that stacked townhouses are pretty common in further-out suburban communities, from Frederick or Chantilly or Loudoun or Prince William counties. Whatever benefits stacked townhouses provide go away when they're in a car-bound place where residents have to drive everywhere.
This happens because zoning in most communities outside the District (even close-in ones like Arlington) considers them apartments, meaning they can only get built in areas zoned for apartments. Where land values are really high, developers are more likely to just build a high-rise apartment building instead.
New townhouses in closer-in, transit-accessible places like Arlington or Silver Spring can easily cost over $800,000. If stacked townhouses were allowed in townhouse zones, builders would be able to provide a more affordable alternative that still blends in with existing neighborhoods.
That's basically how zoning works in the District. Areas zoned for rowhouses usually allow apartments too (with some exceptions). As a result, you can find stacked townhouses at Jackson Place, a new development in Brookland, and at another project under construction on Georgia Avenue in Takoma. Both locations are zoned for rowhouses.
We need big apartment buildings, and we need single-family houses. But we also need meaningful alternative for any household that doesn't want an apartment or a detached house, especially in inside-the-Beltway, transit-accessible neighborhoods. Stacked townhouses could be one of them, if they were simply easier to build.
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