Posts about Affordable Housing
Andrew Fellows came to College Park from Silver Spring in 1991 as a grad student at the University of Maryland and never left. Now mayor and newly elected to a third term, Fellows wants to draw staff and faculty back to this college town, all while making it more environmentally sustainable.
Andy Fellows, mayor of College Park. Photo by the author.
It's Thursday morning at the Starbucks in College Park, perhaps the main thoroughfare for college students in this 30,000-person city. Fellows walks in quickly. If you're not looking up at the time, you'll miss him. A hand shoots out.
"Morning, Mayor," says a man from a lounge chair.
"Hey, how are ya doin?" says Fellows.
In November, Fellows was reelected in the city's first contested election in 24 years. Fellows, whose day job is regional director at Clean Water Action, agreed to meet me for one of the first interviews since then.
What are the executive powers of mayors of small municipalities like College Park?
Mayor Fellows: Almost none...the city council sets policy. I have a vote on council matters, but only if it's a tie. Then we have a city manager who is full-time: basically who runs the city, and implements the policy that we settle.
It's not really my authority, but it's my ability to meet with leaders. When I was sworn in, I said that I wanted to improve the relationship with the University of Maryland and also with Prince George's County. So I spend a chunk of time meeting with people and talking with people about ways we could work together and improve relationships. I'm a little bit of an ambassador for College Park.
Could you tell me a little about your work [at Clean Water Action]?
Mayor Fellows: Clean Water Action is a national organization. We have about a million members around the country. I coordinate our program in Delaware, Maryland, the District of Columbia, and Virginia. Our mission is both to make democracy work and get people involved in the decision-making process on environmental issues, and also to implement the Clean Water Act, which is to make the water of the United States more fishable and to make sure there's safe and affordable drinking water. It's partly political because we do endorsements and we do election work, and it's also education and outreach.
It seems College Park is a bit of a hotbed for non-profit environmental work. Did that activity and organizing attract you to the city in the first place?
Mayor Fellows: It's part of being a college town where those types of groups tend to be here. In a sense it did attract me. But then again I didn't really work in environmental work at first. I worked at Citizen Action, which did do environmental work but they worked with other issues as well.
I've attempted to make it a point not to bring my Clean Water agenda to being the mayor at College Park, but it overlaps in the sense that I'm a green mayor. I'm an environmentally-minded mayor. So I want to encourage as much sustainability as possible.
What are some of the challenges that are unique to College Park instead of other nearby municipalities?
Mayor Fellows: I think the unique opportunity we have, and in some ways the challenge, is being home to the flagship campus to the state of Maryland. Because of that we have a lot of count-down issues. Sometimes it's the tension of people who are renting and living short-term and maybe have a different lifestyle than their neighbors: partying and noise. That's a lot of what the Quality of Life Workgroup does, is address some of those issues.
But also with planning, transportation, and economic development issues. The university has a lot of power and the city doesn't have final authority on land use; the county does. So, our focus is on coordinating our efforts with the university and the county to make sure that we're working together.
What are you proud of having accomplished?
Mayor Fellows: Well a lot of the university faculty don't live here in town, and so one of the things that we recognize for the university to be more sustainable is having them living closer to the university so that they can bike or walk to work.
The reason they don't is education. The public schools of Prince George's County don't have a good reputation, so education has always been a top priority of mine. But the city of College Park didn't run education. We do now that we are helping to run a new charter school called College Park Academy, that just opened this fall...It's in a former Catholic school called St. Mark's. We will be creating a full-time location for the College Park Academy, but we're still in the process of doing that.
To me that's a really concrete accomplishment of getting the university, the city, and the county to work together to improve public education opportunities for kids.
Where does affordable housing rank on the list of the city's priorities?
Mayor Fellows: It's pretty high, but affordable housing is one of those issues that's mostly related to students. Of course, that's not true in a lot of parts of Prince George's County. I think for us in College Park, we've got a pretty good amount of diversity of income and affordable housing.
We imposed rent control and rent stabilization to address what we felt were students being ripped off by landlords who were charging really high rates. A lot of the parents of students can afford high rates. So the rents around here in the group houses were going up. So we did two things: one, we put rent stabilization in place, and then we went to war with the landlords, which took a while to get going.
What were some of the provisions of your rent control?
Mayor Fellows: You could only raise the rent a certain percentage of the value of the property.
Are student advocacy groups active on this front?
Mayor Fellows: The Student Government Organization and the Graduate Student Government have somewhat engaged in housing issues. Their big issue is getting more housing. Because, the market says, in theory, that if you have enough housing, the prices will come down because of supply and demand.
Where does smart growth fit into all of this?
Mayor Fellows: Smart growth for me is the more we can build around transit areas, areas with transportation infrastructure, so that people aren't as dependent on cars. And for us it's working. We're actually decreasing the amount of vehicle trips on Route 1 because of the fact that students living so close to campus don't have to drive to campus, which reduces cars on the road.
Okay, let's switch gears. What's the strangest thing a constituent has ever said to you?
Mayor Fellows: Well, the first thing that comes to my mind… I'm not really sure if it's strange, but it's strange to me. We put up speed cameras a few years ago, and sure enough people got caught speeding. But I was amazed that people would call me up, the mayor, and complain about being caught for speeding. Basically, their attitude was, "How dare you put up a speed camera ad how dare you fine me for breaking the law." It was so weird to me.
What are some of your personal challenges that you've faced since becoming mayor?
Mayor Fellows: My personal challenge is probably time. I end up working 60 or 70 hours a week. And it's work I love doing. So it's figuring out, "how do I prioritize and get things done in a way that's effective, but doesn't drive me crazy?"
Also, being patient, which is somewhat of a strength of mine because I'm a pretty patient guy. But some things don't happen overnight or really quickly. The most sustainable things are the ones where people take a lot of community ownership or a lot of people involved in the project to get people going together. It's bottom up and not top down. And that also takes time.
A version of this post appeared on Jimmy's Writing Samples.
Wednesday marks the start of 2014, but what about further into the future? We asked our contributors what they hope to be writing and reading about on Greater Greater Washington in 10 years.
Dan Reed: I'd like to write about how the region's ethnic enclaves, from Langley Park to Annandale, have become the new hot spots, drawing investment from around the globe as the cool kids finally realize there's a big world outside DC, and it's got much better food. Meanwhile, the Rockville Metro station gets renamed "Chinatown."
Jim Titus: I hope to read that that Metropolitan AME complains about DDOT's insensitivity to churches, while the city makes excuses. Church officials complain that CaBi needs to completely empty its 60-bike dock early on Sundays, to prevent the dock from exceeding capacity at the 11:00 AM service.
But DDOT says the real problem is that the new "trikeshare" three-wheelers used by most elderly parishioners each take up two spaces. Church officials concede that the dock never fills at the 7:45 service, which is generally attended by younger members.
Michael Perkins: Goal for the next five years is for DC to take the experience in San Francisco to heart and get serious about managing their curbside parking. Adjust hours and prices to ensure people can find a space if they're willing to pay what it's worth.
Ben Ross: Construction of a new Metro line through downtown DC, and new rail lines in the suburbs. And a reorientation of the Montgomery and Prince George's transportation departments, like DC and Arlington, to operate urban complete streets rather than suburban highways.
Canaan Merchant: 1) Hopefully I'll be reading about construction on a number of new transit lines. 2) Hopefully we'll see so many people on bikes that we'll need to discuss how to handle bicycle congestion. 3) How the city has adapted under new buildings that have broken the current height limit. 4) What the city has planned for an RFK site that is now focused on providing new housing/retail for the city and not more stadiums and parking lots. 5) How the Columbia Pike streetcar has aided in transforming the corridor and led to calls for streetcar expansion throughout Northern Virginia.
Chad Maddox: How the region has successfully absorbed many more residents while simultaneously managing to keep housing relatively affordable. Also, how the District has become a national model for its efforts to eliminate concentrated poverty and residential segregation in its borders.
Tracey Johnstone: That better coordination among local transit agencies, combined with the implementation of free transfer among subway, light rail, bus, and streetcar increased transit usage by over 25%.
Adam Froehlig: In a controversial effort to address chronic bike congestion on the MVT and the 14th St Bridge path, NPS and DDOT implement all-electronic bicycle tolls. A local bike commuter is quoted in the news as saying it will force him to switch to driving while another complains that the revenues will go to the private collector and WMATA instead of to path and bridge repairs.
And after years of false starts, the District finally implements a mileage tax. The effort is seen as a colossal failure as non-DC-registered cars are exempt and the elimination of the gas tax prompts Maryland drivers to suddenly flood DC streets such as Benning Road and Georgia Ave to take advantage of the cheaper DC gas.
Neil Flanagan: I'd like to hear Montgomery officials getting anxious about how successful Prince George's Smart Growth program has been. That it's putting pressure on DC to drop rents, but won't someone think about the historic Greenbelt gas station that's going under?
Also, "Daddy, what's a Millenial?"
There is a debate raging in Washington, DC, about how to best balance two equally valid but competing public objectives with the city's affordable homeownership programs: wealth creation and preservation of housing affordability.
Homeownership is critical to wealth creation for low and moderate-income families. Home equity represents fully 60% of low-income households' wealth, dwarfing the value of retirement accounts and financial assets. The most important way that households gain equity is by paying down their mortgage; appreciation certainly helps, but in most markets, in most time periods, it is secondary.
But preserving affordability is critical too. In an era of fiscal constraints, local programs are facing increasing pressure to ensure public subsidies are spent wisely and equitably. For example, two key supports for local homeownership, HUD's CDBG and HOME programs have been cut in real terms by 2/3 and 1/2, respectively, since their peak.
Even for local programs like DC's Inclusionary Zoning program or public lands dispositions (which rely on "density bonuses" or discounted land prices in exchange for building low-income units), the units produced are still a scarce resource.
Three ways to make homeownership affordable
There are three different schools of thought about the best way to provide affordable homeownership in high-cost markets. The first, the traditional model, is where an owner has no or minimal constraints on profiting. This approach maximizes wealth creation, but does so at the expense of affordability preservation, as typically all subsidies are lost after a short period (e.g. 5 or 10 years).
A second approach, "subsidy recapture," requires that owners repay the subsidies they received to buy the home, but allows them to capture all the home's appreciation. (This is not altogether different from Council Bill 20-604, the "Affordable Homeownership Preservation and Equity Accumulation Amendment Act of 2013.") A third model, "shared equity," requires that owners leave part of the subsidy in the home to make it affordable to the next buyer, while allowing the first owner to realize a portion of the home's increasing value.
Shared equity is complex, but it's increasingly seen as promising because of the balance it offers between the equity gains for the initial homeowner and sustaining the public subsidy in the unit. This is especially significant when trying to preserve the economic diversity of rapidly changing neighborhoods.
How could DC use the expanded Housing Production Trust Fund?
If Mayor Gray wanted to spend all of the $100 million he proposed adding to the Housing Production Trust Fund on subsidizing homeownership for low-income families, how many homes would he provide under each approach? Assuming each home requires $100,000 in subsidy and it takes DC 10 years to deploy the $100 million, the city could, after 25 years, provide 1,000 homes to families under the traditional approach.
Assuming a rate of moving of 6% (the national average for homeowners) and a 5% growth in home prices (reasonable for the District), a subsidy recapture program would provide approximately 1,500 homes, half again as much as the traditional program. Every resale, would return the $100,000 subsidy back to the city, which it could use to reinvest in providing homes in the same manner.
However, $100,000 10 years later doesn't buy what $100,000 buys today. Think of the changes to home prices in Columbia Heights over the past decade, and now in Petworth.
How many affordable housing units are created through the social equity (red), subsidy recapture (orange), and traditional (yellow) methods.
The shared equity model could provide nearly 2,200 homes during the same time span, for the same public investment. Why is there such a difference between the subsidy recapture and shared equity models? The shared equity approach attaches subsidies to a specific set of homes that resell, while the subsidy recapture approach must subsidize the purchase of new homes with each resale, and housing prices are accelerating far faster than incomes. You can tweak the assumptions that created this figure, but the basic principle holds.
Shared equity and creating wealth
But what do these equity restrictions mean for buyers' ability to create wealth? Thankfully, we have real evidence from operating programs to inform this. With colleagues at the Urban Institute, I undertook the first cross-site study of seven shared equity programs across the country to examine their outcomes for buyers.
Of the seven programs we examined, upon resale, buyers earned an average internal rate of return of 26% annually. This calculation only measures return from appreciation, not savings gains through paying down a mortgage. These are pretty sizable returns for individuals, and well in excess what people could have made if they had invested their money in the stock market or in a savings account.
Of course if there were no equity restrictions, they would accrue much higher gains, but affordability would be lost upon resale. What then about differences in equity gains between the subsidy recapture and shared equity approaches? Assuming buyers put 5 percent down on a $200,000 home, that home prices rise by 5% annually, and that median incomes increase by 3% annually, the annual rate of return for shared equity program would be 21 percent, and the subsidy recapture would be 29 percent.
What should DC do?
The tradeoff between wealth creation and affordability preservation is real: the more subsidies the first buyer receives, the better off he or she is, and the worse, all else equal, is the second interested buyer. And there are well-intentioned people on all sides of the debate. I don't presume to have the final word on this debate in DC, but it seems that historically, the city has undervalued future owners while providing outsized assistance to a smaller set of first buyers.
Further, there is no clear justification for letting equity restrictions expire after 5 or 10 years, as is commonly done. If the city wants to provide greater equity gains, it can simply adjust the index used to be more generous.
There is good reason that shared equity models are on the rise nationwide, and especially in high-priced cities like DC. It's just too expensive for the city to provide traditional homeownership support, and the shared equity model creates more units than a subsidy recapture approach, while still allowing for sizable wealth creation. Washington, DC, has become one of the most inequitable cities in the country. It's time for robust solutions that will preserve a healthy income mix in the city for decades to come.
The views expressed are my own, and shouldn't be attributed to the Urban Institute, its trustees, or its funders.
When the District government bids out city-owned property for development, it asks for affordable housing to be part of the deal, but how much is enough? Councilmember Kenyan McDuffie is proposing that 20-30% of the housing in any such deal be affordable for low-income households.
On properties that DC has offered for development, like Parcel 42 in Shaw or the Hine School on Capitol Hill, the city has a great opportunity to not only create and enrich walkable neighborhoods, but receive additional benefits for residents as part of the deal between the city and the developer.
One of the greatest needs we have right now is to increase the supply of affordable housing. But how do we best maximize affordable housing in public land deals and do so in a way that's the best deal for the city and residents?
One in five DC households spends more than half of their income on housing, a severe housing burden, according to the DC Fiscal Policy Institute. Nearly all renters with this severe housing cost burden earn less than half of the area median income (AMI), or less than $48,300 a year for a family of three.
The purpose of McDuffie's bill is to ensure that DC fully leverages the deals involving city-owned land to address the continuing challenge of housing affordability for low- and moderate-income households. Under the bill, when DC sells or leases public land for private multifamily residential development, at least 30% of the units would be affordable if the project is close to a Metro station or major transit line. Developments elsewhere in the city must include 20% affordable units.
Affordable rental units would be available to households earning between 30% and 50% of AMI, or just under $30,000 and $50,000 per year for a family of 3. Owner-occupied affordable units would be priced for households earning between 50% and 80% AMI, or just under $50,000 and $78,000 per year for a family of 3.
McDuffie's bill would allow the city to subsidize the cost of the affordable units by selling or leasing the land at a discount, allowing the developer to pass on the savings to buyers or renters. If the land value is not sufficient to subsidize the required units, the bill provides for the District's Chief Financial Officer to certify that the alternative proposal nonetheless maximizes affordability, taking into account all available subsidies.
The Coalition for Smarter Growth highlighted the unpredictability of the city's commitment to affordable housing in public land deals last year in a report called Public Land for Public Good: Making the Most of City Land to Meet Affordable Housing Needs. It's encouraging that DC leaders are using another tool to create affordable housing, ensuring that households of all means can have a place in the city as it grows.
DC's Inclusionary Zoning (IZ) policy requires developers to set aside units in new construction for low- and moderate-income households. But zoning commissioners say the units may be priced too high for those families who truly need affordable housing.
During a discussion Wednesday night on the zoning code rewrite, DC Zoning Commissioners said that they are ready to revisit the income requirements for IZ units, which are priced for households making 50% or 80% of the Area Median Income (AMI). For a family of 3, that equals about $50,000 and $78,000, respectively.
If $78,000 for a family of 3 sounds high to you, that's because it is. The DC Fiscal Policy Institute has often pointed out that the biggest need for affordable housing is at the 50% AMI level and below. And commissioners agree that an 80% AMI target is too high to address the needs of most families who find themselves priced out of DC's rising market.
IZ units begin to enter the market
After adopting the policy in 2006, the Fenty administration delayed its implementation until 2009, following the housing market crash. By then, many already-approved projects had stalled. As the housing market recovered, these grandfathered projects, which didn't have inclusionary zoning units, moved through the construction pipeline.
One of those projects is The Louis at 14th and U streets NW, where a new Trader Joe's is slated to open soon. The original design for the project included IZ units, but they were eliminated due to the delay in implementation. Meanwhile, across the street is another sizable residential project that will also be completed soon, but since it was approved later, it has IZ units.
Only now are significant numbers of IZ units entering the market. According to the DC Office of Planning, as of July there were 265 IZ units on the market or about to be. That's about 11% of a total 2,404 units subject to the IZ law. Over the next several years, the pipeline is likely to contain about 1,000 IZ units.
Of the 265 IZ units the DC Office of Planning (OP) is tracking, 85% will be affordable for households making 80% of the Area Median Income (AMI), while the remaining 15% will be affordable for households making 50% AMI.
Housing market has changed since IZ began
At Wednesday's hearing, Zoning Commissioner Michael Turnbull asked OP if it would be feasible to require a larger set aside than the current 8-10%. Planning Director Harriet Tregoning indicated that they could look at it, and that the policy might be able to offer additional bonus density. And Office of Planning Deputy Director Jennifer Steingasser said that her agency is planning to introduce a separate discussion on revisions to IZ regulations in January to address concerns about income targeting and other issues.
DC's real estate values are higher than they were before the housing bust, when the Zoning Commission adopted the IZ policy. This means there's more value in the bonus density that IZ gives a development as compensation for the cost of units rented or sold below market rate.
Not only does the current policy require builders to set aside IZ units based on income level, but it also distinguishes between high-rise and low-rise development. For high-rise buildings, which are more costly to construct and are generally 6 stories or higher, developers only have to set aside 8% of their units, and price them for households at the 80% AMI level.
But for low-rise construction with typically 5 or fewer stories, the set aside requirement is 10%, and the income targets are split between 50% and 80% AMI. Commissioner Peter May asked OP if this distinction gives developers an incentive to seek high-rise designation for projects that could also qualify as low-rise construction, and Steingasser said it does.
Housing prices in DC continue to rise. Despite a number of administrative problems that the city is still working to manage, IZ can offer an important source of new affordable homes and help preserve mixed-income neighborhoods.
Hearings on DC's zoning update continue this week with sessions today and Thursday on parking minimums. I'm testifying about the need to reduce or eliminate parking requirements downtown and in transit-accessible areas.
Differences in parking requirements across the US. Image from Graphing Parking.
Good evening and thank you for the opportunity to present my testimony. My name is Matt Malinowski and I live in the Truxton Circle neighborhood in Northwest DC. I would like to speak in favor of the proposed revisions to the zoning regulations, and in particular in favor of eliminating parking minimums downtown and minimizing parking requirements elsewhere, especially near frequent transit.
The current off-street parking requirements for general office uses most of downtown, including the C-2-B, C-2-C, C-3-B, C-3-C, and C-4 zones for buildings on lots greater than 10,000 square feet, is 1 parking space for every 1,800 square feet of floor space in excess of 2,000 square feet. This rule seems very precise, and I am sure that there are parties here tonight who would like to maintain it. But is it right?
Many cities across the United States either have or have had parking minimums, so there seems to be a precedent for maintaining them. But what is interesting is that each city has a different minimum, with Baltimore requiring more and Philadelphia less.
How can each city be right? Or are all the cities, and the idea of parking minimums with it, wrong?
One explanation for the variation is that each city is built differently, and the urban form of each city demands different amounts of parking. Sure enough, even within DC, the minimum parking requirements vary by zone, with less-dense commercial zones like C-1, C-2-A, and C-3-A requiring 1 parking space for every 600 square feet of floor space in excess of 2,000 square feet.
In effect, crossing the street from one zone to the other has tripled the parking requirement. But has the urban fabric changed so much that three times as many people will now drive to work?
M Street NW forms the boundary between C-2-A and C-2-C zones, drastically altering the parking requirements. Image from the DC Zoning Map.
The current system breaks down not just at the boundaries, but also within zones. In Truxton Circle, there are three schools within a block of each other: the newly rebuilt Dunbar High School, one charter school, and another charter school in planning. According to neighbors, cars are overflowing the parking lot at Dunbar, while the existing Community Academy Public Charter School (CAPCS) has recently built a parking lot for 140 cars overnight, and apparently without any permits.
Meanwhile, the forthcoming Mundo Verde Public Charter School is seeking a variance to give up 36 of its 53 required parking spaces and build gardens in their place. Staff are expected to ride bikes, so there are 20 bike parking spots instead, and the Metro is a 10-minute walk away.
Mundo Verde conceptual site plan showing proposed gardens. Currently, the entire lot is covered by parking.
So even for the same uses in the same location, one-size-fits-all parking requirements do not apply. Rather than develop even finer zone boundaries or zone definitions (an overlay specific to green charter schools?), how about a simpler solution: eliminate or minimize parking requirements wherever possible. That means downtown, in other higher-density zones, and near high-frequency transit.
Rather than perpetuating the current set of arbitrary requirements based on unknowable ratios of drivers to occupants, please focus on what we do know: land in DC is expensive and driving is unsustainable and causes congestion. Eliminating or minimizing parking requirements allows for the market to provide parking to those who truly need it, while making it clear that free parking is not a right, and that DC values its residents and natural environment over its cars.
Next Tuesday, there will be another hearing about parking minimums. Each hearing starts at 6pm at 441 4th Street NW, near Judiciary Square. To sign up to testify or show your support for the zoning update, visit the Coalition for Smarter Growth's website.
What do you think about my testimony? Please let me know in the comments. I hope to see you at one of the hearings!
Talk about upcoming elections in DC and Maryland, planning in Arlington, and find out how Vienna, Austria got its affordable housing at events around the region this week.
Transit reporters talk politics: How will Smart Growth issues affect the 2014 elections in DC and Maryland? Tonight (Tuesday), the Action Committee for Transit will host a panel discussion on transit and the election with the Washington Post's Robert Thomson, also known as "Dr. Gridlock," Ari Ashe from WTOP, and Josh Kurtz from the blog Center Maryland. Kyjta Weir, former Washington Examiner reporter and currently at the Center for Public Integrity, will moderate.
This free meeting will be from 7:30-9 pm at the Silver Spring Civic Building, located at the corner of Ellsworth Drive and Fenton Street in downtown Silver Spring. For more information, visit ACT's website.
After the jump: Events in Arlington, Fairfax, Hyattsville, and of course, our next happy hour in Penn Quarter.
Hear Leinberger talk about Arlington: Arlington County's planning department kicks off its new speaker series tomorrow (Wednesday) with author and researcher Christopher Leinberger, who will give a talk called "The Urbanization of the Suburbs: Why Arlington is the National Model and Where Do We Go Next." This free event will include a Q&A session with the speaker as well as a networking reception.
The talk is Wednesday, November 13 from 6-7 pm at the Artisphere, located at 1101 Wilson Boulevard in Rosslyn. To RSVP or for more information, visit the county's website.
Spend Virginia's transportation money: Virginia's newly-passed transportation funding bill means new money for projects in Fairfax County. How should the county spend it? Fairfax County is holding its final two meetings this week to learn what residents want and find the best ways to get them moving.
The first is tonight, November 12 from 6:30-8:30 pm at the County Government Center at 12000 Government Center Parkway in Fairfax. The second is tomorrow, November 13 from 6:30-8:30pm at Forest Edge Elementary School, located at 1501 Becontree Lane in Reston. For more information, visit the Fairfax County website.
Learn about Bus Rapid Transit on Route 29: Communities for Transit and the Coalition for Smarter Growth are holding an open house to talk about one of Montgomery County's proposed Bus Rapid Transit lines, on Route 29 between Silver Spring and Burtonsville.
Speakers include Planning Board commissioner Casey Anderson, county planner Larry Cole, Chuck Lattuca from the Department of Transportation, and transit advocate Mark Winston. The meeting is from 6-9 pm at the White Oak Community Recreation Center, located at 1700 April Lane in Silver Spring.
Testify on DC's zoning rewrite: DC's Zoning Commission is considering the first update to the city's zoning code since 1958 in a series of public hearings over the next two weeks. There are three: hearings this week: Tuesday will cover car and bicycle parking, Wednesday mixed-use zones, and Thursday downtown, PDR (industrial), and special zones.
The hearings are at the Office of Zoning, 441 4th Street NW at Judiciary Square. Each hearing starts at 6 pm and continues until all the witnesses are heard or the Zoning Commission decides to recess.
Tuesday's parking and bike parking hearing is now full, but you can still sign up for the overflow hearing the next Tuesday, 11/19.
...and in Montgomery County: Montgomery planners have also rewritten their zoning code to modernize antiquated, redundant zoning regulations and create new tools to help achieve goals in community plans. The County Council will hold public hearings on its zoning code update tonight and Thursday at 7:30 pm at the Council Office Building, located at 100 Maryland Avenue in Rockville. It's too late to sign up for tonight, but you can register to testify on Thursday by calling 240-777-7803 until 5 pm on Wednesday.
...and Prince George's County, too (sort of): The County Council is holding a public hearing tonight on Plan Prince George's 2035, a vision for how the county should grow in the future. The hearing starts at 7pm at the County Administration Building, 14741 Governor Oden Bowie Drive in Upper Marlboro. To sign up to testify, you can register online.
Join us for happy hour: GGW's regular happy hour series rolls into Penn Quarter this month. Join contributors and readers for drinks and discussion next Thursday, November 21 from 6 to 9pm at Penn Quarter Sports Tavern, located at 639 Indiana Avenue NW, across from the Archives Metro station.
Let's talk affordable housing: Join the Housing Opportunities Commission, Montgomery Housing Partnership, and Coalition for Smarter Growth for a talk about Vienna, Austria's city-run housing program. Wolfgang Förster, Vienna's Chief of Housing Research, will discuss how to create more affordable housing in the DC region. This talk is today from 2 to 3:30pm at the Bethesda North Marriott Hotel and Conference Center, located at 5701 Marinelli Road in White Flint.
Let's talk buses on Rhode Island Avenue: Do you ride the G8, 81, 82, 83, 84, 86, or T18 on Rhode Island Avenue? If so, join Metro for one of two public meetings on proposed service changes to these routes. The first is tonight from 6 to 7:30pm at the Watha T. Daniel/Shaw Neighborhood Library, located at Rhode Island Avenue & 7th Street NW in Shaw, followed by another one tomorrow from 6 to 7:30pm at Hyattsville City Hall, located at 4310 Gallatin Street in Hyattsville.
And even more: WMATA will hold a webinar on its Regional Transit System Plan tomorrow from 12 to 1pm; the University of the District of Columbia is hosting a conference on sustainability about Hamburg, Germany on Thursday and Friday.
- Fairfax's answer to neighbors' transit plans: Light rail, streetcars, and BRT
- The DC zoning update has already had triple the public input as the enormous 1958 zoning code. Enough is enough.
- Today's problems were visible decades ago, but zoning has blocked solutions ever since
- Federal board wants "dignified," dull Southwest Waterfront
- MARC's chief engineer wants to allow bikes on some weekend trains
- Montgomery County added 100,000 residents since 2002, but driving didn't increase
- Downtown DC could have been more like L'Enfant Plaza