Posts about TOD
Montgomery County wants to move a school bus lot away from the Shady Grove Metro station to make room for new houses there, but residents of other neighborhoods don't want the buses in their backyards. But the move is worth it if it means more people can live walking distance to the train.
This week, the Montgomery County Council could vote not to sell off a school bus depot on Crabbs Branch Way in Rockville, next to the Shady Grove station. Montgomery County Public Schools has outgrown the lot, and the county wants to move it to make room for a new neighborhood around the Metro station that would have 700 new homes, parks, a school, and a library.
The move is part of a decade-long effort that County Executive Ike Leggett calls the Smart Growth Initiative. Until recently, the Shady Grove Metro station was surrounded by government warehouses and depots storing everything from Ride On buses to school cafeteria food. The county's been able to move nearly all of the facilities, many of them to a new site in Montgomery Village. In their place, construction has already begun on an adjacent, 1500-home neighborhood, called Westside at Shady Grove.
The school bus depot needs to stay near Rockville, since its 400 buses serve schools in that area. But neighbors fought attempts to move the buses to a nearby school, an empty parking lot at the school system headquarters, and a gravel lot in a historically-black, working-class neighborhood. At each location, neighbors have raised concerns about traffic, pollution, or reduced property values.
Naturally, councilmembers are nervous about proposing to move the buses anywhere else. Councilmember Marc Elrich has suggested that the best option may be to keep the buses where they are.
But even if the depot stays, the county still has to find more space to store buses. And in an urbanizing county, those buses are likely to go in somebody's backyard.
Councilmember Craig Rice notes that there are already school bus depots next to houses in Glenmont and Clarksburg, and those residents haven't had any problems with them.
If these nice Glenmont & Clarksburg neighborhoods can coexist with school buses, no reason why Rockville can't. pic.twitter.com/TVNmsvCTiC—
dan reed! (@justupthepike) June 22, 2016
Jamison Adcock, one of the bus lot opponents, told me on Twitter that existing communities' needs should come first. But what about people who want to live here but can't afford to because there aren't enough homes to meet the demand, driving up house prices? Or what about people who either can't or don't drive and would like to live near a Metro station? The county is responsible for their needs too.
Moving the bus depot has serious benefits for the county and the people who could live on that land. There are only thirteen Metro stations in or next to Montgomery County, and they represent some of the most valuable land around. We know that lots of people want to live near a Metro station, and that people who already do are way more likely to use transit and have lower transportation costs.
It's increasingly expensive to live near Metro because the demand outstrips the supply of homes near Metro stations. So if the county's going to build new homes, we should prioritize putting them there.
Meanwhile, there are roads all over the county, and the trucks that carry things to and from the county's warehouses can go pretty much anywhere there's a road. That's why ten years ago, county leaders decided that it made more sense to put homes near the Metro, and warehouses and bus depots somewhere else.
That won't make everybody happy, but it's the right thing to do.
Transit projects in Seattle may boost affordable housing, General Motors is subsidizing Lyft, and Philadelphia is capping a large rail yard with parks. Check out what's happening around the country in transportation, land use, and other related areas!
Transit-oriented affordable housing?: The Washington State Legislature has asked that if Sound Transit's ballot measure is passed in November, that the agency buy projects staging land in parcels that will later be usable to build affordable housing. Previous projects have bought just slivers of land that are hard to build on after projects are completed. This innovative step towards TOD, to their knowledge, has never been done before at any transit agency. (The Stranger)
Lifting up Lyft: General Motors is investing in the ride hailing company Lyft, providing drivers with vehicles at reduced costs, or for free if they they complete 65 rides a week. GM sees removing barriers to working in ride hailing as a step into the self-driving car market. (Vanity Fair)
Philly renovation: Philadelphia's 30th Street Station is getting an upgrade, and redevelopment is coming to its adjacent rail yards. A cap over 80 acres of rail yards is part of a project to essentially create a new, desirable neighborhood. (Philadelphia Inquirer)
More transit in LA: Los Angeles Metro has big plans, including a toll and transit tunnel under Sepulveda Pass, a notoriously congested corridor in the region. In November, LA County voters will decide whether to fund the new projects with a tax increase that would bring in $120 billion in new revenue. (Los Angeles Times)
First cities:The city of Alexandria is often hailed as one of the first great cities, but great for whom? Dinocrates designed Alexandria for Alexander the Great, and making sure the city functioned for everyday people wasn't a priority. (The Guardian Cities)
Pigeon Air Patrol: Many cities around the globe are grappling with air quality issues and London is no exception. London is creating awareness by strapping tiny sensor backpacks to pigeons, which will measure pollution in the air and tweet their findings. (Grist)
Quote of the Week
"If you were to check your Facebook on the phone, it would happen in front of the funny shops, among the other people. If you had to tie your shoelaces, it would happen there. If you have to park your bike, it would happen there. We found that all kinds of activities in street were drawn over to where the activity was and people resisted doing anything in front of the inactive place."
International Urban Designer Jan Gehl on the importance of having active ground floor facades. (Plan Philly)
Prince George's County has a backlog of suburban-style subdivisions that were approved for construction years ago, but never built. Now, the county faces a choice: Let those projects live on and sap up demand, or cancel them so more urban developments can rise.
Ever since 2009, the Prince George's County Council has continually extended the approval periods for unbuilt development projects, mostly consisting of single-family residential subdivisions located outside of the Beltway and away from transit.
Originally, the council granted these extensions to provide temporary relief to distressed developers in the wake of the Great Recession. But the recession is over. And while housing prices continue to rebound in Prince George's, there is no current market demand for massive new single-family subdivisions outside of the Beltway.
Instead of extending them for two more years, through the end of 2017, it's time for the council to give up the ghost on these long-dead projects.
Zombie projects are clogging the county's pipeline
About 80% of the development projects approved but not yet constructed in Prince George's County are low-density single-family homes. Over 13,000 of them are planned for outside of the Beltway, away from transit. This chart from 2011 shows just how widely spread out these projects are:
But the county already has more single-family units than it knows what to do with, and developers seemingly haven't found it to be in their financial interest to pursue more of these projects for years.
Everyone but the council seems to realize these projects are effectively dead. It simply makes no sense to keep trying to bring these zombie projects back to life.
County planners have already concluded that such scattered sprawl development is unhelpful for the county because it makes it "difficult to establish a critical mass of high-density development around any existing Metro station, as envisioned by the General Plan."
Moreover, the county's continued lack of focus on high-quality mixed-use transit-oriented development puts it "at a continued disadvantage relative to its neighbors when it comes to attracting residents and employers who value the connectivity and amenities that other such communities provide."
When approving the current General Plan last year, the existing pipeline of approved-but-unbuilt projects outside of the Beltway led planners and the council to conclude that the county actually had "too many" Metro stations, even before taking into account the future Purple Line light rail stations, and that developing all of them would "undermine economic growth."
But if the council would instead allow these old projects to die a natural death, developers and planners could reorient their efforts to smarter projects. Even if the market later shows there's still demand for single family homes, starting over would give officials a chance to design them with more walkable streets.
Ideally, the county could direct some much-needed attention towards its gateway neighborhoods and Metro stations near DC.
The council's Planning, Zoning, and Economic Development (PZED) Committee will consider the latest extension bills, CB-80-2015 and CB-81-2015, on Wednesday, September 30, at 1:30 pm in Room 2027 of the County Administration Building. If the committee votes to favorably recommend the bill, the full council will then consider it at a later date.
Residents can attend the PZED meeting in person, or submit written comments. Use this link to address comments to PZED Chair Andrea Harrison, with copies to committee director Jackie Brown and committee administrative aide Barbara Stone.
A version of this post appeared on Prince George's Urbanist.
Prince George's County Executive Rushern L. Baker III wants to raise real property tax rates by 16% to increase funding to public schools. The real way to boost Prince George's economy is to develop around its gateway Metro stations near the DC line.
Prince George's is home to the lowest median home values and highest property tax rates in the region, largely because of the low home values in its older, deteriorating communities that border the District of Columbia. Seven of the county's 15 Metrorail stations are in these gateway neighborhoods, but they all are devoid of any substantial transit-oriented development (TOD).
Improving existing home values will strengthen the tax base
Like many other suburbs, Prince George's County has historically been a bedroom community. The county's largest source of tax revenue comes from real property taxes, and 61% of taxable real estate is residential property.
It stands to reason, then, that even small increases in existing home values in the county would go a long way to raise revenues even without any major large-scale development.
Currently, median home values in the five Prince George's county subdivision areas bordering the District of Columbia fall 10-31% below the countywide median value of $269,800. If existing home values in these areas simply rose to that level, the county's taxable real estate base would increase by approximately $2.47 billion. That would add approximately $23.7 million annually in revenue to the county.
Of course, if the county got serious about developing the seven Metro stations located in these struggling communities (Capitol Heights, Addison Road, Cheverly, Southern Avenue, Naylor Road, Suitland, and West Hyattsville), real property revenues would soar much higher than the median.
Undeveloped transit station areas undermine economic growth
Shockingly, Prince George's current General Plan doesn't recommend any substantial growth around six of the seven Metro stations near the DC border over the next 20 years. (The Suitland station, next to the U.S. Census Bureau, is the exception.) Indeed, the county's planners believe there are currently "too many" Metro stations in the county and that developing all of them would "undermine economic growth."
More specifically, planners say that the six gateway Metro stations bordering DC, plus the four stand-alone MARC stations, plus all the planned stand-alone Purple Line stations should only account for 15% of the county's future growth in the next 20 years. That equates to fewer than 600 new housing units per transit station.
By contrast, the General Plan recommends putting 30-40% of the county's projected growth and development over the next 20 years—
Prince George's has continually squandered opportunities to focus its attention on revitalizing its neighborhoods inside the Beltway. Continuing to encourage scattered development away from transit has crippled the county financially, environmentally, and aesthetically.
Gateway communities can't wait 20 more years to redevelop
The close-in Prince George's neighborhoods and Metro station areas near the DC line are likely the first thing the region's current and prospective residents think about when determining whether they would like to live and work in the county.
Until Prince George's County improves its gateway neighborhoods, it will be difficult for it to attract the region's best and brightest. The county can't wait another 20 years for that transformation to happen.
County executive Baker is rightly concerned with diversifying the county's revenue base, creating more jobs, and expanding the county's commercial tax base. To that end, he has advocated strongly for developing the end-of-line Metro stations at the Beltway's edge.
For example, he's called for the FBI to relocate its headquarters to Greenbelt Metro, for the state housing agency to relocate to New Carrollton Metro, and for a new regional medical center to come to Largo Town Center.
Likewise, the General Plan's strategy to direct 50% of future growth to the seven largest Metro stations (including the three mentioned above) plus National Harbor, and to create three "downtowns" at Largo, New Carrollton, and Prince George's Plaza, is sensible.
Still, the county's economic development strategy should also reach beyond downtown, and deeper inside the Beltway, to the neighborhood Metro stations near the District's edge. Most of the new development that the General Plan currently contemplates for outer-Beltway suburbia should instead go toward these gateway areas.
Prince George's County cannot simply tax itself out of last place in the region. Instead, its leaders need to become better stewards of the public's trust and the public's resources. The county's transit-rich gateway neighborhoods are economic engines ready and waiting to be fired up, but county leaders have to ignite the switch.
Prince George's must get serious about revitalizing its old streetcar suburbs. These vital neighborhoods can't be left to languish for another generation.
Crossposted on Prince George's Urbanist.
Fares may rise on Virginia rail, and changes are coming to the Blue Line corridor in Prince George's County and the GW Parkway. Learn about federal transit funding and make sure to save the date for the Greater Greater Washington birthday party!
Virginia railway fare hike: The Virginia Railroad Express, Virginia's only commuter railroad, plans to raise its fares. If you didn't have a chance to weigh in last week, you have three more chances this week:
- Tuesday, February 24, 7-8 pm at the Burke Centre Conservancy, 9837 Burke Pond Lane
- Wednesday, February 25, 12-1 pm at the Crystal City Marriott, 1999 Jefferson Davis Highway in Arlington
- Thursday, February 25, 7-8 pm at Manassas City Hall, 9027 Center Street in Manassas
Blue Line corridor: Do you live along the Blue Line in Maryland? Prince George's County is planning to improve pedestrian safety, foster transit-oriented development, and more along its Blue Line corridor. Join the planning department for an update on the project this Thursday, February 26, 6:30-8:30 pm at the Omega Room of St Margaret's Catholic Church at 410 Addison Road South in Seat Pleasant.
GGW birthday bash: Greater Greater Washington is turning seven and we want you to help us celebrate! Join us for cake and merriment on Wednesday, March 11, from 6:30 to 8:30 pm at Lost and Found at 1240 9th Street NW. See you there!
GW Parkway transit assessment: Do you frequently drive, bike, or walk on the George Washington Parkway? The National Park Service is studying ways to make Memorial Circle, the circle beween Arlington Cemetery and the Memorial Bridge, safer for people driving, walking, and biking. NPS is holding an open house to present rough proposed sketches of the area on Tuesday, March 3, from 5 to 8 pm at 1100 Ohio Drive SW. Public comment will be open online until March 10.
Federal transit funding: Nathaniel Loewentheil, Senior Policy Advisor at the White House National Economic Council, will discuss components of the Obama administration's Build America Investment Initiative at a talk on Tuesday, March 3. The American Public Transportation Association (APTA) will host Lowentheil at 1666 K Street NW. A wine a cheese reception starts at 5 pm and the presentation and discussion will go from 5:30 to 6:30 pm. RSVP to firstname.lastname@example.org.
Do you know of an upcoming event that may be interesting, relevant, or important to Greater Greater Washington readers that should go on our events calendar? Send it to us at email@example.com.
- Metro proposes ending late-night service PERMANENTLY. That's a terrible idea.
- Find out your personal Metro on-time stats with this tool
- What do you think of these bike plans for Columbia Pike?
- For Metro's plans to cut late-night service, big questions remain unanswered
- DC's 43,766 acres: 25% "roads," 2% high-rises
- This may be DC's most ridiculous missing crosswalk
- Think you know Metro? It's whichWMATA week 88