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Posts about Montgomery


Term limits are a terrible idea for Montgomery County

Here's a plan that is sure to improve the quality of your local hospital: Fire all the doctors and nurses with nine to 12 years of experience. Just kick them all out. Or why don't we fire every Apple software engineer who has been at the company that long? That'll surely yield better iPhones. Or fire every Post reporter with a decade under his or her belt.

No? Sound crazy? I agree. Those are terrible ideas.

For some reason, though, a lot of folks who would never suggest this do seriously entertain term limits for legislators, which Montgomery County will vote on this November as Question B. It's a bad idea, and voters should say no.

Continue reading my latest column in the Washington Post.


Marriott is moving its headquarters to downtown Bethesda so it can be in a denser place that's closer to transit

Marriott International, a major local employer and national hotelier, is making an "in-town" move, relocating its headquarters from North Bethesda to downtown Bethesda. That sends an important message: walkable urban places and proximity to transit, specifically Metro but also the coming Purple Line, are economically crucial.

Photo by José Carlos Cortizo Pérez on Flickr.

Marriott International announced in March of 2015 that it would not be renewing the lease on its current Fernwood Road headquarters, inside the I-270 spur at the Beltway. According to Marriott CEO Arne Sorenson, it was "essential that we be accessible to Metro."

Today, Marriott International announced that it's moving to downtown Bethesda.

"It'll be great to have a more convenient option for public transportation," said a current Marriott employee who asked to remain anonymous. "Proximity to restaurants and shops is a great plus as well. Now we're next door to a mall, but it's good to have different options."

Younger workers want travel and lifestyle options, and Marriott's relocation is about competing for this workforce talent. It's worth noting that Marriott competitor Choice Hotels (think Comfort Inn) is also headquartered in Montgomery County, in an office building across the street from Rockville Metro.

Marriott International's current headquarters in a North Bethesda office park. Image from Google Maps.

Back when Marriott announced its coming move, Maryland, DC, and Virginia instantly went into battle mode over the $17 billion corporation, which the Washington Business Journal called "the hottest corporate relocation prospect currently in the market" because of its 2,000+ employees and its need for hundreds of thousands of square feet of premium office space.

With sequestration and base closures tightening the office market, developers were ready to fight for a big client. Regional elected leaders vowed to compete as well (though more voices are speaking up for regional cooperation, instead of a race to the bottom).

Marriott isn't the first company to want a move like this

In looking to relocate near Metro, the hotel giant is in step with a bigger trend. Suburban office parks all over our region are losing tenants to walkable urban places. Prior to Marriott's announcement, the company's current neighborhood office market in North Bethesda already had a vacancy rate of 19%.

The Marriott relocation will happen when the company's current lease ends in 2022. If that date sounds familiar, it's because it's the year Purple Line service is planned to begin! That powerful vibration you just felt is the synergy between economic development, land use, and transportation aligning in downtown Bethesda.

The exact site is still a mystery. The planned redevelopment of the Apex Building to make way for the Purple Line station only includes about half of the office space square footage that Marriott is looking for—and Marriott also wants to build a 200+ room hotel. We'll have to stay tuned for exactly where Marriott will go and how they'll find all that space in an already-dense urban place.

Virginia and Prince George's County probably never had a chance, given that Marriott CEO Arne Sorenson lives in Somerset—and CEO commute distance is a noted predictor of firm location. In that regard, today is not the big win for greater regional cooperation and jobs/housing balance that some hoped for.


Montgomery County's second protected bikeway just opened, and more are on the way

On Monday, Montgomery County's second protected bikeway opened, doubling the number of lane-miles in the county where there's a physical barrier between space for bikes and general traffic. It's part of what will one day be an expansive network that will make bike commuting in Montgomery safer and more practical.

Nebel Street. Photo from MCDOT.

Actually comprised of two one-way lanes on either side of the road, the new infrastructure is on Nebel Street, a commercial and industrial street in White Flint that sees a lot of use. The lanes will eventually be part of a bike corridor that runs from downtown Bethesda to Twinbrook, in Rockville.

Protected bikeways are the wave of the future for Montgomery County, which has plans for a network of them in White Flint, the Life Sciences Center, and Silver Spring. In 2014, the county opened the protected bikeway on Woodglen Drive, which was one of the first of its kind in the nation for a place outside of a major city's limits (and, different from this one, has two lanes that run in opposite directions but sit side by side).

The new bikeway runs from Marinelli Road to Randolph Road. At the southern end, they will connect to bike lanes planned for Marinelli Road, which will connect to Metro and eventually to the Woodglen Drive bikeway.

Nebel Street. Photo from MCDOT.

The new bikeway on Nebel Street brings the county's total mileage of protected bike lanes to 0.8 miles, roughly the same number as Arlington County. The District has around six miles of protected bikeways.

Other projects to add to Montgomery's total are underway now, and more are in planning. A separated contraflow bike lane on Glenbrook Road in Bethesda will be completed within weeks, and the county hopes to begin construction on downtown Silver Spring's first protected bikeway along Spring Street in November, weather permitting.

Glenbrook Road nearing completion. Photo by MCDOT.

Montgomery County Executive Ike Leggett reaffirmed the county's commitment to building a low-stress network of bikeways at the ribbon cutting Monday. The county has a long way to go, but is working quickly to build better bike facilities.

Public Spaces

The difference between Maryland and Virginia in one photo

If you've ever flown out of National Airport, you might try to pick out the geographic landmarks you recognize: the Washington Monument, Rock Creek Park, or the Potomac River. Next time you're heading west, keep an eye on the river as it passes through Maryland and Virginia, and you'll notice one big difference between each state.

Virginia sprawl on the left, Maryland farms on the right. Photos by the author.

This is a photo I took Sunday morning when I flew to San Francisco. On the Virginia side, in Fairfax and Loudoun counties, there are all the typical signs of suburban sprawl: subdivisions, freeways, and shopping centers. On the Maryland side, in Montgomery County, there's...not very much.

That's because for over fifty years, Montgomery County has aggressively tried to protect its open space. In 1964, the county's General Plan said that growth should cluster along major highway and rail corridors leading from the District, and that the spaces in between should be preserved.

In 1980, the county made it official with the 93,000-acre Agricultural Reserve, which covers one-third of the county will remain farmland and nature forever. (Combine that with the county's 34,000-acre park system, and nearly half of the county is open space.)

That decision has lasting effects today. Montgomery County residents benefit from an abundance of open space for recreation, enjoying nature, and of course, keeping our air and water clean.

In order to preserve this open space, we have to accommodate growth elsewhere in the county, particularly in our town centers like Silver Spring, Bethesda, and Rockville. People who try to stop development in their close-in communities may not feel they benefit from open space 30 miles away. But the urban and suburban parts of our region benefit from the Ag Reserve too.

Allowing inside-the-Beltway communities like Bethesda and Silver Spring to grow lets us preserve open space.

Maryland has an abundance of green space thanks to dense urban development

By focusing growth and investment in existing communities, we get thriving downtowns that support local businesses and local culture, and less traffic as people who live closer in can drive less or not at all. We also spend less money building public infrastructure, like roads and utility lines, to far-flung areas, while generating tax revenue to support the infrastructure we do need. (And obviously, those places can and will have open space.)

This is the path Maryland, and Montgomery County, chose over 50 years ago. So far, it's working pretty well. And you don't have to get in a plane to see it.


Whether you're traveling from Virginia or Maryland, Capital Bikeshare isn't just for short trips

People often rely on Capital Bikeshare for short, local trips. But not always; lots of times, they use the system to travel a little farther. These graphs show how often people use Capital Bikeshare to go between different groups of stations in the region and where exactly they travel to and from.

A Capital Bikeshare station in Montgomery County. Photo by author.

When Capital Bikeshare first came to our region, the vast majority of stations were in DC and a few were in Arlington. As the system has expanded, so have options for traveling between places.

I wanted to analyze bikeshare trips between counties, cities, and the District, as well as trips within different parts of the same county but still outside of DC. To do this, I divided Montgomery County and Arlington County into what I'm calling geographic clusters: Rockville, Silver Spring/Takoma Park, and Bethesda/Chevy Chase/Friendship Heights for Montgomery County, and North and South Arlington County, with Arlington Boulevard being the dividing line. Then I looked at CaBi trips from between September 2013 and May 2016.

This graph shows how many trips from each of those clusters ended in another one:

All graphs by the author. Click for a larger version.

As you can see, the places closest to DC are the ones from which people take the most trips between clusters; about 36% of trips in North Arlington and 35% of trips in Bethesda/Chevy Chase/Friendship Heights end somewhere else, while only 1% of trips in Rockville end outside of Rockville. Among all the clusters outside of DC, approximately 30% of trips go from one to another.

A closer look shows that most of the trips from one cluster to another are trips to DC, but not all. For instance, 9% of the trips that begin in South Arlington are between clusters but do not end in DC.

Click for a larger version.

This graph shows where, exactly, most bikeshare users go from various clusters:

Click for a larger version.

Further examination of South Arlington shows that approximately 71% of the trips there are local, 20% end in DC, 4.5% end in Alexandria, and 4.5% end in North Arlington. Also notice that nearly 8% of trips starting in Alexandria and 4% of trips in North Arlington end in South Arlington. As an area that is adjacent to clusters that use bicycle share, South Arlington sees more bikeshare activity.

Similar to the dense bikeshare system in DC, bikeshare outside of DC serves mostly local trips. But that doesn't mean bikeshare doesn't have a regional value, as nearly a third of trips system-wide are between clusters. As bikeshare continues to expand in the region, municipalities, especially those near other places with bikeshare, like Mount Rainier, Hyattsville, or Langley Park, would see an increase in ridership if bikeshare users could access the regional system.

This data only shows individual trips and doesn't show the length of time of trips or whether the user has a causal or annual membership. Exploring this information, as well as specific bikeshare travel patterns in more suburban areas, would tell us more about how bikeshare fits in both the local and regional transportation system.


Montgomery's new bus rapid transit system will make the county more equitable

By 2020, Montgomery County will have a working bus rapid transit system. The $67 million system should help clear up traffic congestion, but more importantly, it will promote promote social mobility, connect workers to jobs, and allow families to save hundreds on transportation.

BRT in Virginia. Photo by Dan Malouff

Background on Montgomery's BRT Plans

In 2013 the Montgomery County Council unanimously passed plans for an 82 Mile bus rapid transit network, and this March, County Executive Leggett committed to having Route 29 be the first BRT route in the county.

The idea is to create a new rapid transit system that would help alleviate congestion and increase economic development. The first phase of BRT will be along MD-355, US-29 and Veirs Mill Roadd corridors that intersect with key master plans or connect important transit hubs. MD-355 will be the site of some of the largest job expansion in the county (White Flint), while Veirs Mill Road connects the Rockville and Wheaton Metro stations (which sit on opposite ends of the system). Route 29 will also see large job expansion in White Oak.

Leggett plans to have the system in operation by 2020, and his choice of Route 29 as the first BRT corridor presents Montgomery the opportunity to bring real transit options to a part of the county that has none and to help diminish the county's east-west economic divide.

A draft of what the Route 29 BRT route will look like. Image from Montgomery County.

Here's why building this system will create a more equitable Montgomery:

BRT on Route 29 will help increase social mobility

Access to transportation has emerged as the single greatest indicator of someone's odds of escaping poverty—greater than the number of two parent households or the amount of crime in a community. Further studies have found that as sprawl increases social mobility decreases. This is particularly important on Route 29, where over 12% of households have no access to a vehicle. Digging deeper we see that many folks who live on the Route 29 corridor are also those who can least afford sprawl. 50% of renters on Route 29 earn under 50% of the area median income and a total of 30% of corridor households earn under 50% of AMI.

Further compounding the need for better transit access is Montgomery's uneven recovery from the recession. The Route 29 Corridor in particular was hit hard, median income fell 12% between 2009 and 2014, compare this to 1% in the Bethesda area.

Consider this stat: in 2000, none of the county's census tracts had more than an 18% poverty rate, now there are 12 census tracts exceeding that standard. Much of this new "suburbanization of poverty" is affecting communities in the east far more than those in the west—the Route 29 BRT could help equalize odds in a part of Montgomery that has not seen major transit investments.

BRT will help offset high rent costs

Perhaps nothing illustrates the need for affordable transportation on the Route 29 corridor than the number of residents who are rent-burdened, which means they spend more than 30% of their incomes on rent. Looking at data from the US Census we see that 43% of the corridor are renters, 60% of whom are rent burdened.

When you combine housing and transportation costs you see the heavy price of living in a car dependent area. Certain census tracts in Burtonsville show that the average household is spending 71% of their income on rent+housing. That leaves little left over for groceries, healthcare, or savings. The trend continues when looking at other communities along Route 29. In White Oak we see households spending 50% of their income on rent+housing costs, this compares with averages in transit accessible Downtown Silver Spring of 30%-35%. Providing a brt system on Route 29 will allow families to spend more money on essentials like food, and housing.

BRT will bring economic benefits

According to county research by 2040 the Route 29 BRT system will save 33,489 Vehicle Miles Travelled (VMT) per weekday and an average annual savings of 9,711,752 VMT. Once in operation BRT will help contribute to $6.5 million in statewide annual income. It is also projected that the full build-out of phase one of BRT—MD-355, Veirs Mill Rd, Route 29—would bring in $871 million in net fiscal revenue to Montgomery County by 2040. The Route 29 BRT system will connect 16 shopping centers, nine federal offices, and 61,000 jobs lifting job opportunity scores which are as low as 25. Job growth in White Oak and Silver Spring alone is also projected to grow 80% by 2040. The Route 29 BRT system can help ensure this growth is equitable.

Building BRT along Route 29 is a chance for Montgomery to fulfill its progressive legacy

For decades Montgomery County has been a nationwide progressive leader on important policy issues, from inclusionary zoning program to environmental protection. Once again the county must be a bold progressive leader and build the Route 29 BRT system.

The burden of this past recession has fallen most heavily on the poor, and we have seen the high cost of poverty: forcing those who make the least to spend the most on simply living. During the recession, Montgomery County had the most significant increase in poverty of any jurisdiction in the DC region; from 2002-2016, poverty rose 59%.

Transportation determines who has access to what; there is no greater equalizer in creating opportunity than building transit. Increasing transit options in our suburbs is the next great civil rights battle, as inequality of mobility leads to inequality of opportunity. A BRT system will go a long way toward giving people chances to thrive in Montgomery County.


Some Silver Spring residents want a park instead of affordable housing

Montgomery County wants to turn the former Silver Spring library into affordable housing. Now neighbors are circulating a petition to make it a park instead, even though there's already a park next door.

The former Silver Spring Library. Photo from Google Street View.

Even before the Silver Spring Library moved to a new building last summer, Montgomery County has been trying to figure out what to do with its 1950's-era building and parking lot on Colesville Road.

In the past, Parks Department officials said they want to make it a recreation center. But that may not be necessary if the county goes with a proposal to build a bigger recreation center and aquatic center in a new apartment building a few blocks away.

This summer, county officials floated the idea of replacing the old library with affordable apartments for seniors and a childcare center. But some neighbors insist that the library become a recreation center and park, and are circulating a petition claiming that downtown Silver Spring has "no open space," that Silver Spring has enough housing, and that a park is the "green" solution.

Aerial of the former library site. Image from Google Maps altered by the author.

This isn't the first time some residents have raised these arguments, particularly when there's a proposal to build new homes. But Montgomery County has the right idea in using the old library for affordable housing.

You'd be surprised how much open space Silver Spring has

Would you believe me if I told you downtown Silver Spring had 38 acres of open space, or more than seven Dupont Circles? That's what the Montgomery County Planning Department found in a 2008 study of downtown green space.

Current and proposed "public use spaces" in downtown Silver Spring. Map from the Planning Department.

That number includes public parks, like the 14-acre Jesup Blair Park. But it also includes the open spaces Montgomery County requires developers to include in their projects, which has resulted in dozens of pocket parks and plazas, and even playgrounds around downtown.

Some of them are great, while others poorly designed and underused. But even the bad parks represent an opportunity to reclaim open space in downtown.

As a result of that 2008 study, county planners have encouraged developers to provide bigger parks, and now Silver Spring is poised to get them. A new, one-acre park will soon open at the Blairs as a placeholder for an even bigger set of parks. The Studio Plaza redevelopment off of Georgia Avenue will have a 13,000 square foot park.

There are also several public parks right next to downtown that are getting renovated or expanded, including Ellsworth Park and Woodside Park, or Fenton Street Park. Meanwhile, major regional parks like Rock Creek Park and Sligo Creek Park are two miles of downtown, giving urban dwellers easy access to nature.

Silver Spring still needs more new housing

Thousands of new homes have been built around downtown Silver Spring in recent years, and thousands more will come soon. That includes some buildings dedicated to affordable housing, including The Bonifant, which just opened this year.

But housing prices are already out of reach for many people and continue to rise. New two-bedroom apartments in Silver Spring can rent for upwards of $3,000 per month, while in the surrounding neighborhoods, some homes have quadrupled in value over the past 20 years.

Silver Spring has become an increasingly desirable area over the past 20 years. Even as new homes get built, they don't meet the demand from people who want to live here, so prices continue to go up. As a recent study from George Washington University notes, Silver Spring has remained diverse in spite of revitalization. That's partly because we do build new housing here, preventing the area from becoming even more unaffordable.

Building in downtown is the "green" solution

Today, the old Silver Spring Library is surrounded by a driveway and parking lots. Building here, on an already paved-over site, makes much more sense than paving over farms or forests. And building new homes here, in the middle of downtown Silver Spring, means that more people will be able to walk to shops and jobs and transit instead of driving long distances. Turning this site exclusively into green space means that existing green space somewhere else gets paved over.

New townhomes in downtown Silver Spring. Photo by the author.

Silver Spring prides itself on its progressive politics and embrace of diversity. But fighting all new development is not progressive and ultimately makes our community less diverse. As President Obama said last week, communities that fight new housing become more expensive, less equal, and lose tremendous amounts of economic productivity.

That's not to say that the old library should become housing with no open space. The site is shaped like an "L," meaning that county officials could decide that part of it becomes housing and the rest becomes an extension of Ellsworth Park. That could meet some neighbors' concerns about open space, while meeting the very real demand for affordable housing.

If you agree, we have a petition of our own that we'll send to the Montgomery County Council and County Executive Ike Leggett, asking them to support housing on the former library site.


F. Scott and Zelda Fitzgerald are buried just a block away from the Rockville Metro station

A ride on the Red Line might take you closer to Jazz Age royalty than you'd think. The final resting place of acclaimed author F. Scott Fitzgerald and his wife Zelda is located in Rockville, just a few blocks away from the Metro station.

Photo by ehpien on Flickr.

I learned about the gravesite from Atlas Obscura, a geography website. The Fitzgeralds' graves are in the "Third Addition to Rockville and Old St. Mary's Church and Cemetery" historic area, which includes several Victorian residential buildings, the 1817-built Old St. Mary's Church, and the former Rockville B&O Railroad station. This historic center of Rockville reflects the time when the railroad station was the gateway to the city.

F. Scott Fitzgerald was born into a prominent Maryland family: his father, Edward, was a distant cousin of Francis Scott Key, for whom Scott was named. But Fitzgerald was born in Minnesota and raised mostly in New York due to his father's job. After graduating from Princeton and marrying Alabama socialite Zelda Sayre, he went on to write several of the most quintessential novels of the Jazz Age, including This Side of Paradise, The Beautiful and Damned, and The Great Gatsby.

Photo by Mr.TinDC on Flickr.

Unfortunately, although Fitzgerald was an iconic writer and one of the biggest celebrities of 1920s society, his success and health had greatly declined by the time of the Depression era. He died in Hollywood in December 1940, at the age of 44. Although he hadn't left explicit instructions for where he would like to be interred, his estranged wife Zelda insisted that he be laid to rest in his family plot in Rockville.

As detailed in a 2014 Post article on the subject, St. Mary's Church initially refused to bury Scott in the Fitzgerald family plot because he was not a practicing Catholic at the time of this death. He was thus interred about a mile east at Rockville Union Cemetery, where Zelda would join him when she was tragically killed in a hospital fire eight years later. It was not until 1975 that the Fitzgeralds' daughter Scottie successfully petitioned for her parents to be moved to the family plot in St. Mary's Cemetery.

Photo by sikeri on Flickr.

Zelda and Scott's resting place is inscribed with the closing lines of his most famous novel, The Great Gatsby: "So we beat on, boats against the current, borne back ceaselessly into the past."

To learn about some other obscure and interesting locales in our region, check out the Atlas Obscura guide to Washington, DC.


Scarred by urban renewal, Silver Spring's Lyttonsville neighborhood gets a second chance

Silver Spring's Lyttonsville neighborhood has a rich history, but urban renewal nearly destroyed it. With the Purple Line coming, this historically-black community could get a second chance, but not everybody looks forward to it.

Urban renewal nearly destroyed Lyttonsville in the 1970s. Photo by Alan Bowser.

Located west of the Red Line tracks from downtown Silver Spring, Lyttonsville is one of Montgomery County's oldest neighborhoods, founded in 1853 by freed slave Samuel Lytton. The area could soon be home to a Purple Line station if the light-rail line between Bethesda and New Carrollton opens as scheduled in 2022.

Over the past two years, Montgomery County planners crafted a vision for a small town center around the future Lyttonsville station, bringing affordable housing and retail options the community lacks. Some residents are deeply skeptical of what's called the Greater Lyttonsville Sector Plan, though it could restore the town center Lyttonsville lost long ago.

A rough history

During the early 20th century, a thriving main street developed along Brookville Road, including schools, churches, and a cemetery. As surrounding areas became suburban neighborhoods exclusively for white residents, the black Lyttonsville community lacked public services like running water and paved roads. For decades, its only connection to Silver Spring was a wooden, one-lane bridge that remains today.

In the 1970s, the county seized much of the area, destroying Lyttonsville's main street and replacing much of it with an industrial park, a Ride On bus lot, and storage for the Washington Suburban Sanitary Commission. Many of the older homes were replaced with large garden apartment complexes.

This wooden bridge was once the only way in and out of Lyttonsville. Photo by the author.

Today, Lyttonsville is a racially diverse community, and sought-after for its location between Silver Spring and Bethesda and being in the vaunted Bethesda-Chevy Chase school catchment. But one out of ten residents lives in poverty, compared to 6.9% of residents countywide. Lyttonsville is hard to access by any form of transportation, isolating its residents from nearby jobs.

Some residents claim the county's plan will continue a legacy of destructive planning decisions. They're worried about traffic and density, about getting redistricted out of the B-CC cluster, and that the area's affordable apartments could get replaced with luxury housing. Others are wary of the Purple Line after fighting off plans to locate a storage yard in the neighborhood.

Charlotte Coffield, who grew up in Lyttonsville during segregation and whose sister Gwendolyn fought to bring services to the area (the local community center is named for her), has emerged as one of the biggest critics. "All [Purple Line] stations do not need to be town centers," she wrote in a letter to the county planning board. "The proposed density would destroy the stable character and balance of our ethnically diverse neighborhood." Last week, the Lyttonsville Community Civic Association, where she is president, voted to accept no more than 400 new homes in the area.

New development in Lyttonsville

Bethesda-based developer EYA, which is currently building townhomes next to the future Chevy Chase Lake Purple Line station, has an alternate proposal for Lyttonsville that could address residents' concerns. The biggest land parcels in the area are owned by several different property owners, including multiple government agencies, each with their own plans. Some want to build lots of new homes, while WSSC has a large site that they intend to leave alone.

EYA's vision for Lyttonsville.

EYA has reached out to several landowners about coordinating, allowing development on a combined 33-acre site to happen together. First, they would partner with WSSC to build several hundred affordable apartments and townhomes on their property. Residents of existing apartments could move there first without getting displaced. Then, EYA would partner with the two non-profits who own the affordable apartments to redevelop them with market-rate townhomes. The county would restrict building heights to 70 feet.

Next to the Lyttonsville station itself, EYA envisions a plaza surrounded by market-rate apartments, 30,000 square feet of retail space (about half the size of a Giant supermarket), and a small business incubator modeled on Baltimore's Open Works that would offer job training to local residents.

Public art would promote the area's history, while Rosemary Hills Park would get a small addition. Local streets where drivers speed today would get traffic calming and new pedestrian and bicycle connections.

The $500 million proposal addresses most of the neighbors' concerns. EYA seeks to build 1200 new homes on the land, compared to the nearly 1700 the county would allow there. (What Montgomery County wants to allow in Lyttonsville is still less dense than plans for other Purple Line stations, including Long Branch and Chevy Chase Lake.) One-third of the new homes would be set aside for low-income households, and every existing affordable apartment would be replaced.

Lyttonsville's future Purple Line station. Image from MTA.

"The county can leave a legacy for how you can build Smart Growth," says Evan Goldman, VP of Land Acquisition and Development at EYA, stressing that the private development could help pay for the public amenities neighbors want. "There's only so much [public benefits] this can afford," he adds. "If you reduce the units so you can't pay for the benefits, the public benefits won't come."

Can the proposal actually work?

Residents I've spoken to like EYA's proposal, but are skeptical if it can happen. This project could have a transformative effect on Lyttonsville, but only if all of these partners agree to it. Recent experience in Shady Grove suggests finding new locations for the Ride On bus lot or WSSC's facility may be difficult.

"If EYA can execute its plan, there are more upsides," says resident Abe Saffer, "but since they don't have any letters of intent or partnerships firmly in place, I remain nervous."

The Montgomery County Council will hold two public hearings on the Lyttonsville Sector Plan next week in Rockville. Here's where you can sign up. If the plan is approved, the county would then have to approve EYA's proposal, which could then start construction in 2020 and take 10 to 15 years to get built.

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