Posts about Development
Montgomery County's new Planning Board chair will be Casey Anderson, a strong advocate for growing the county's urban areas and improving its transit network. The County Council voted 8-1 to appoint him this morning.
An attorney who lives in Silver Spring, Anderson has been a community activist on smart growth, transit, and bicycling issues, previously serving on the board of the Washington Area Bicyclist Association. He stepped down to join the Planning Board in 2011, and can be seen walking or biking to meetings there. The council will have to find a replacement for his old seat.
Councilmembers appeared to rally around Anderson last week over four other applicants for the position. "Anderson comes closest to holding the vision I have for our County's future," wrote Councilmember Roger Berliner in a message to his constituents. "He is a strong proponent of smart and sustainable growth, served by world class transit. These are the key components of a strong future for our county."
The Planning Board chair is responsible for giving the County Council recommendations on land use and transportation issues, meaning they can play a big role in how and where the county grows. As chair, Anderson says he'd like to look at the way Montgomery County uses the amount of car traffic as a test for approving development. The tests often discourage building in the county's urban areas, where people have the most options for getting around without a car.
As a board member, Anderson has advocated for more transportation options and more nightlife as ways to keep the county relevant and attractive to new residents. He was the only vote against approving an extension of Montrose Parkway through White Flint, where the county wants to create a pedestrian- and bicycle-oriented downtown. He also served with me on the Nighttime Economy Task Force, which sought to promote nightlife in the county.
Anderson was a strong influence in favor of the county's Bus Rapid Transit plan, and persuaded some of his fellow commissioners to support repurposing existing lanes for BRT. Anderson also pushed for performance standards for BRT which aim to prevent BRT from being watered down in the future.
Upcounty, he opposed the board's unfortunate vote in support of the M-83 highway last fall. He did support keeping development in a part of Clarksburg near Ten Mile Creek which turned the Montgomery Countryside Alliance against his candidacy.
Councilmember Marc Elrich was the only vote against Anderson. Though he didn't nominate her this morning, Elrich favored former Planning Board member Meredith Wellington, who had support from some civic activists who feel that the county is growing too fast. The field of candidates also included current board member and real estate developer Norman Dreyfuss, current deputy planning director Rose Krasnow, and former County Councilmember Mike Knapp.
Montgomery County offers a wide variety of urban, suburban, and rural communities. Anderson's appointment suggests that the county's ready to embrace its urban areas while preserving the suburban and rural ones, providing a greater variety of community types and transportation choices for an increasingly diverse population.
Dupont Circle has a mix of large buildings, medium ones, and smaller rowhouses. If a property owner wants to build something as high as zoning allows, which is lower than some buildings but taller than most, is that "incompatible" with the historic character of the neighborhood? That's one debate around a proposed project at 18th and Church streets, NW.
Perspective view of proposed building on Church Street. All images from the project team unless otherwise noted.
This corner was once a grand gothic church which burned down from arson in 1970. The St. Thomas Episcopal parish has been using a secondary building, which had been their parish hall, ever since, but wants to build a new church.
St. Thomas solicited bids from developers who could build the residential building and a new church. The winner, CAS Riegler, then reached out to neighbors to understand people's desires around the project.
Neighbors who share the alley with the church wanted some open space along the alley. The current parish hall comes right out to the alley, and the neighbors wanted it set back from the alley. It also would mean that if the residential building extends upward, it would not block light from the southwest which they get in afternoons and evenings.
The architects, from MTFA (for the church) and Hickok Cole (for CAS Riegler) accommodated this. They also reversed a parking ramp so that drivers going in and out of the parking garage would not travel all the way down the alley, and they set back upper floors from the adjacent townhouses.
The church and developer did not, however, accede to requests from some neighbors to significantly shrink down the project to more like four stories. Neighbors have been organizing to oppose the project.
The Dupont Circle Citizens' Association passed a resolution asking the city to consider buying the property for park, but even if it were for sale (and it is not), the recent Play DC Master Plan delineates an area of high need for parkland, and this area isn't inside it.
What will the preservationists say?
DC's Historic Preservation Review Board will examine this project, since the site is part of the Dupont Circle historic district, and will determine whether the size of the proposed building is "compatible" with the historic district. Is it?
A group of neighbors hired preservation consultant Stephen Hansen to assemble arguments against the proposed project. Among many points, Hansen's report argues that any building of 70 feet, the height that zoning allows, is incompatible with the historic district.
There are a number of even taller and larger buildings in the immediate area, including the Dupont East at 18th and Q, the Copley Plaza apartments at 17th and Church, and the Parisian-style building that used to house the National Trust for Historic Preservation at 18th and Massachusetts.
According to Hansen's report, the "Statement of Significance" for the historic district, formed in 1977, says:
… the immediate area around the Circle itself contains some high-rise mid-twentieth century intrusions, the remainder of the Historic District is characterized by a juxtaposition of grand, palatial mansions lining two of the avenuesTherefore, Hansen argues, the similarly-sized and larger buildings in the area are "intrusions" and allowing another building beyond row house height will "compromise the historic integrity of the entire historic district."
— Massachusetts and New Hampshire — which traverse the historic district — and rowhouse development of excellent architectural quality of the grid streets.
The arguments around this project are very similar to the ones around the Takoma Metro: This is right near a Metro station, but the proposed height, which is larger than many nearby houses but not as large as every building, is nonetheless incompatible, some say.
The Dupont Circle Conservancy, the local historic preservation group, didn't agree. In its resolution, that organization supported the overall project, though a majority of members felt the church design could be further improved and wanted the building to rise more gradually from the existing rowhouses toward 18th Street, basically setting the top floors back farther on that side.
I don't believe this is incompatible
I live nearly across the street from this project and don't think it would destroy the street or make the historic district lose its character.
The original church was also large and tall, though very different in design. Erecting a prominent building on this corner actually restores, rather than damages, this characteristic of the historic district during its period of significance. The still-standing parish hall building was always subordinate to the church itself, so incorporating it into a larger building is an appropriate and compatible way to adaptively reuse this site.
Photograph from the sidewalk in front of my house. Photo by the author.
Like many residents of the area, I appreciate and cherish the park-like space at the corner of 18th and Church. However, I also recognize that this is not a public park, but an empty space where a church building once stood, and that zoning gives the church every right to build a structure on this site.
If the park is to disappear, adding housing is a valuable use of this land for the public good. The District faces a housing shortage which has made living in many neighborhoods, including Dupont Circle, out of reach for many people. This building will have to provide a few affordable units under the Inclusionary Zoning law. Further, adding more housing will take one small step toward adding the housing the city needs.
No one building is going to single-handedly address the housing crisis, but since most people do not want to see neighborhoods like Dupont Circle redeveloped wholesale, adding housing at sites like this one is an excellent way to make a start.
I do want to ensure that the buildings' operations do not lead to lines of cars queueing and idling on Church Street, such as for pick-up and drop-off if the church hosts a small school, for funeral processions, and regular deliveries. The applicants have promised to work out further details as the project proceeds through the development process; if they get historic approval, it looks like they will also need some zoning exceptions.
The area's Advisory Neighborhood Commission, ANC 2B, will discuss the project tonight at its meeting at the Brookings Institution, 1775 Massachusetts Avenue, NW. The meeting runs from 7-10 pm and this project will probably come up between 8 and 9. Any residents or other people can (and should) speak up with their views.
Problem: The Ballston Common Mall isn't working very well. Solution: Open the mall up to the surrounding streets, so it becomes the center of a lively community rather than a walled-off separate place.
Ballston is one of the smallest malls in the region. It can't compete well against bigger centers with more stores, like Pentagon City or Tysons Corner. Instead, the mall generally only draws customers from a small area nearby, and thus makes less money than other, bigger malls.
Meanwhile, being an enclosed mall that serves mostly local traffic, it saps sidewalk retail away from Ballston's neighborhood streets. Stores that would otherwise be on the sidewalk are instead bottled up in the mall.
To fix this, developer Forest City plans to face more stores to the sidewalk, and give them more inviting storefronts. It will replace nondescript mall doors with open-air plazas that naturally extend the street into the mall. Capping the building will be a new 29-story residential tower.
Forest City still needs to work with Arlington County to finalize and approve plans. For now, these are just concepts. But if all goes well, the 1980s-style Ballston Common Mall will transition to become the contemporary Ballston Center in 2017 and 2018.
Cross-posted at BeyondDC.
In our region, in 2014, shouldn't building housing on top of Metro stations be an uncontroversial idea? To many people and elected officials in Takoma Park, that's only tolerable as long as you add a very small number of residents and don't build anything larger than surrounding buildings.
This attitude ensures that housing costs stay high and many communities remain off-limits to many people who would like to live there. Montgomery Council candidate Tom Hucker, gubernatorial candidate Heather Mizeur, congressman Chris Van Hollen, councilmember Marc Elrich, state senator Jamie Raskin, and delegate Sheila Hixson all reinforced much or all of this exclusionary attitude last week.
They were writing about the planned 200-unit apartment building atop the Takoma Metro station. It will cover what's now the Kiss and Ride parking lot and a patch of trees. The site is inside the District of Columbia, but is across the street from some houses in Maryland. The WMATA Board held a hearing last week on the proposal.
A group of people, led by Takoma Park councilmember Seth Grimes, have been fighting against the project. They want the project to preserve some open space, be shorter, have fewer residents, and include fewer parking spaces. And they say that the developer, EYA, has not listened to them enough in the process.
Image from EYA.
Plan has a lot of good, some room to improve
The current proposal isn't perfect. It probably does have more parking than is necessary. Some elements of the current design aren't as attractive as they should be.
On the other hand, it's not an unreasonable size for the area and for the fact that it's atop a Metro station. In fact, EYA has already shrunk it down from the first iterations of this apartment building plan, which had 225 units. WMATA and DC worked out a deal to keep the other half of the site as a park.
This building will be more compact than a 2006 proposal to construct townhouses. Neighbors also fought against that plan, and successfully delayed it into oblivion.
The plan may get even better in the future. WMATA wouldn't be approving the final design for construction. Rather, this project is what's called a Planned Unit Development, where the DC Zoning Commission has extensive input into its design. That part of the process hasn't even begun, and so there will be a lot of opportunities for people to ask for changes.
Maryland residents will be able to testify at Zoning Commission hearings on the project, and especially with two federal representatives on the Zoning Commission, there's every reason to believe that board will listen to any reasonable arguments they make.
However, Raskin, Hucker, Hixson, and Mizeur, who are the sitting state legislative delegation for the area, argue in their letter that Maryland "has limited formal involvement" in the PUD process. They therefore ask the WMATA board to delay approval until there can be yet another process, where a neighborhood working group with members from DC and Maryland get to push for more changes (surely including reducing the amount of housing even further).
"More dialogue" is a smokescreen
That letter also states that neighbors haven't been involved enough. So does at-large councilmember Marc Elrich's letter. Perhaps the developers have listened as much as they could; perhaps not. In countless development disputes, however, opponents say that they are just looking for "dialogue" and haven't been listened to, when in fact they are demanding a substantially smaller project with less housing, and that is not a realistic request.
Years of delays and battles killed the 2006 townhouse effort. Maybe if opponents can just delay this project enough, nothing will get built, or only a very small amount of housing will end up going at this site. That would be an enormous loss to the region. There are limited developable parcels around Metro stations, and those are best places for new housing and jobs. This building may be larger than many around it, but it's not really that big.
Hans Riemer, another at-large member of the Montgomery County Council, confined his letter to making specific recommendations to improve the project. That's a good approach and the developer should heed his suggestions. Opponents, unfortunately, have responded to his more constructive approach by campaigning against him in tomorrow's primary.
When other elected officials like Hucker (who hopes to win a primary contest tomorrow to represent the district on the council), Raskin, Elrich, Van Hollen, and the others ask in letters for delay and more consultation, they aren't standing up for good civic process. They are just strengthening obstruction.
Building apartments at the Takoma Metro means more customers to support Takoma's thriving local businesses, fewer people who need to drive everywhere, and the ability to meet the demand for housing, resulting in lower or at least more stable housing costs. That's the truly progressive thing to do, not trying to keep new people out in favor of those who came here first.
The most controversial primary in Montgomery County this year might be for the at-large council seat. More so than any race, this one focuses on how the county should grow and whether it can meet the increasing demand for urban, transit-served communities.
There are six candidates vying for four at-large seats on the County Council. The incumbents include Nancy Floreen and George Leventhal, both elected on a pro-growth slate in 2002 and finishing their third terms; former teacher Marc Elrich, who won on a slow-growth platform in 2006; and Hans Riemer, a former political campaign director elected in 2010. The challengers are Beth Daly, director of political ad sales for Telemundo, and Vivian Malloy, retired Army nurse and member of the county's Democratic Central Committee.
All six candidates filled out the Action Committee for Transit's questionnaire for the scorecard, which is based on both their responses and public statements. This year, how ACT rated the candidates' responses has become a story of its own.
Riemer, Leventhal, and Floreen want more housing in urban areas; Daly and Elrich say we'll have enough
As with the Purple Line, all six candidates say they support building in the county's downtowns and near transit, where more people are interested in living and where an increasing share of the county's growth is happening. But they disagreed on where exactly to build, and how much new housing was necessary.
Riemer. Image from Maryland Manual On-line.
Riemer pointed to accessory apartments as one way to increase affordable housing, while Floreen named specific impediments to building more affordable housing, such as the county's parking requirements and developer fees. Both Riemer and Vivian Malloy advocated increased funding for the county's affordable housing programs.
Meanwhile, Elrich and Daly both say the county is growing too fast, though much of the county is pretty stable. Elrich has been especially critical of plans to around future Purple Line stations at Long Branch and Chevy Chase Lake, both of which he voted against.
Daly. Image from her campaign website.
Candidates say they support the Purple Line, though Daly is hesitant
Leventhal. Image from his campaign website.
Malloy. Image from her campaign website.
Both Vivian Malloy and Beth Daly wrote in their questionnaires that they support the Purple Line. Daly has expressed some skepticism about the Purple Line both in the questionnaire and in public appearances, which earned her a minus on the scorecard.
Support for complete streets, but disagreement over how to make them
Floreen. Image from Maryland Manual On-line.
Elrich and Floreen say they support complete streets, but have also pointed to the road code bill they passed in 2008, which encourage pedestrian- and cyclist-friendly street design but allowed wide roads that encourage drivers to speed. Daly wrote that she supported complete streets "in the more densely populated regions of the county."
Strong support for Bus Rapid Transit, and opposition to new highways
Elrich. Image from Maryland Manual On-line.
Daly testified in favor of BRT at public hearings last year, but said she wanted to "look at creative solutions" for creating bus lanes on narrow, congested roads. Floreen, who has been skeptical of the BRT plan, said her support would "depend on the particular location."
Meanwhile, all six candidates say they oppose the M-83 highway, which would go from Montgomery Village to Clarksburg, and would prefer a less costly alternative that involved transit.
Voters face two different paths in this race
The conventional wisdom is that Nancy Floreen, who's raised the most money, and Marc Elrich, who received the most votes four years ago, are safe. That makes the real contest between George Leventhal and Hans Riemer, who have spent their terms encouraging new investment in the county's downtowns and discouraging it in environmentally sensitive areas, and Beth Daly, who's called herself "Marc's second vote" and has mainly talked about slowing things down across the board.
Of all of the races in Montgomery County, this one may offer the starkest differences in candidates' positions when it comes to transportation and development issues. Simply because the voices in the at-large race have been so strong, changing any one of them this year could have a big impact on the county's direction over the next four years.
Full disclosure: Dan Reed worked in George Leventhal's council office from 2009-2010.
Beat this week's summer heat by attending one of these (very likely) air conditioned events to stay cool. We have important hearings for mixed-use redevelopment projects at the Takoma and Braddock Road Metro stations, presentations on complete streets and BRT in Montgomery, a book talk, and much more.
Public hearings on Metro station redevelopments: WMATA plans to redevelop the areas around some Metro stations, and is holding community meetings and about projects at two stations to provide project updates and hear testimony from the public.
At Takoma, the agency will present the latest plans to build an apartment building and parking garage on the current Metro station parking lot. The meeting is Wednesday, June 18th from 4:30-5 pm, with a formal hearing from 5-10 pm.
The Coalition for Smarter Growth has a factsheet about the proposal if you're interested in testifying. The hearing will take place at the Takoma Educational Campus at 7101 Piney Branch Road NW.
Braddock Road: The community meeting for redevelopment at Braddock Road is Thursday, June 26th, 7 pm in the Charles Houston Recreation Center on Wythe Street in Alexandria. WMATA officials will present initial concepts and timelines for the redevelopment project, and will gather feedback from the community.
Complete streets in Old Town: Alexandria officials will host an open house about upcoming complete streets projects in Old Town in the Sister Cities room of City Hall, 1101 King Street. That's tonight, Tuesday, June 17th at 6 pm.
Stead Park construction: DC will soon renovate Stead Park, on P Street NW between 16th and 17th, to add a splash park, seating, running track, and trees in part of what's now the large athletic field. Hear about the plans and ask questions on Monday June 23 from 7-8 pm in the ballroom of the Chastleton, 1701 16th Street, NW.
Smart Growth, Happy City: Charles Montgomery, author of the urban planning book Happy City: Transforming Our Lives Through Urban Design will give a seminar on his work and how the design of cities can influence how we feel, behave and treat one another. He draws on brain science and urban experiments around the world to explain how we can change our lives by changing our relationships with cities. The talk is at the National Building Museum on Thursday, June 19th from 12:30-1:30 pm. Pre-registration is required.
Rockville rapid transit open house: Join the Coalition for Smarter Growth and Communities for Transit to hear the latest updates about Montgomery's planned 81-mile network Bus Rapid Transit plan. That's at the Rockville library on Wednesday, June 25th from 6:30-8:30 pm.
If NoMa develops according to one vision from business and residents, a chain of small public spaces could link up to create a path where people can stroll for as much as six blocks among residential and office buildings. But that will only happen if property owners, including the DC government on one key parcel, work together.
This path, called a "meander," is one of numerous proposals for green space in the NoMa Business Improvement District's (BID) vision plan for the neighborhood, which also includes new underpass parks and a potential large green space.
The meander could create a new mid-block pedestrian corridor from New York Avenue to as far south as K St NE, winding its way through planned developments owned by the likes of AvalonBay, JBG and Skanska.
The BID is working with all of the property owners to preserve a corridor for the meander. This is only possible if all of them agree to use some of their land for the corridor. The BID is focusing its efforts on the blocks north of Pierce St NE, where most development is still in the planning stages.
JBG and Skanska, which own all of the land on the three blocks north of M St NE, support the meander. JBG has already included the corridor in its design plans, according to Curtis Clay, the BID's director of park and public realm development,
Housing Authority property is the next biggest obstacle
Between M St and Pierce St NE, the proposed corridor would pass between property which belongs to the DC Housing Authority (DCHA) and AvalonBay. Speaking at an Advisory Neighborhood Commission (ANC) 6C Parks and Events Committee meeting on June 9, Clay said the BID envisions the pedestrian corridor being up to 65 feet wide.*
Talks with AvalonBay have been positive, but DCHA has not included the pathway in its request for proposals for the site from developers, Clay said.
"Their priority is a new headquarters," he said of DCHA. "We're asking them to give up value on their site to make this happen." Clay hopes the parks committee and the ANC will formally ask DCHA to include a setback for the meander in its RFP, which has already gone out to qualified bidders.
Tony Goodman, commissioner for ANC 6C06, interim chair of the parks committee, and a Greater Greater Washington contributor, plans to draft a resolution requesting DCHA include the setback in the procurement documents. "This is an interesting project because it touches half of the projects in NoMa," he said of the meander.
South of M, more obstacles
Preserving the space for the meander south of Pierce St NE is "trickier" due to pre-existing development, Goodman said. He adds that extending the corridor all the way to K St is more of a long-term vision than a near-term reality.
Clay said that the timeline for the meander is in the hands of developers, with the first phase not likely to occur until JBG opens a planned Landmark Theatre on its site in late 2016.
Progress has been slow
While they support the BID's green space plans, not everyone at the parks committee meeting was satisfied with its progress.
"Step one, they should put some energy into buying some land," said Goodman. He pointed out that the BID has only used a few hundred thousand dollars of the roughly $8 million in the District's budget this year for parks in NoMa. Residents at the meeting seconded his opinion.
In total, Mayor Gray and the DC Council have authorized $50 million in District funds for park development. The BID is steward of this money and is in charge of developing green space in the neighborhood.
The BID released a request for qualifications for four underpass parks earlier this year. It has identified 49 finalists for the project, though the number could shrink, and is on track to present options to the public in the fall, says Clay.
Other projects, including a possible large green space on a PEPCO site next to the Metropolitan Branch Trail (MBT) north of New York Avenue and pocket parks around the neighborhood, are also in the works.
"Because of the speed of development in the neighborhood, we're trying to focus on everything at the same time," said Robin Eve-Jasper, president of the NoMa BID, in April. "We're moving on them all with the same kind of intensity."
With only half of NoMa developed today, the neighborhood feels relatively open. The lack of green space will only become more pronounced as the area * Correction: The original version of this article said the BID envisioned the corridor ranging from 65 to 100 feet wide. In fact, the BID plans something at most 65 feet wide.
* Correction: The original version of this article said the BID envisioned the corridor ranging from 65 to 100 feet wide. In fact, the BID plans something at most 65 feet wide.
Pointing to busy roads and crowded schools, some candidates in this year's Montgomery County primary election say the county is growing too fast. But people are going to come anyway, making the real issue where that growth should happen.
Montgomery County's urban and newer suburban communities are growing, while older suburbs are slowing down. Image by the author.
The county's actually not growing that fast
In 2006, voters weary of the housing boom brought in a county executive and several councilmembers who promised to slow things down. The recession made people hungry for investment again, especially on the poorer eastern side of the county, but some residents and candidates this year are arguing that the county's still growing too fast and that developers need to "pay their share."
Today, Montgomery has just over one million residents, adding about 100,000 residents between 2000 and 2010, a rate of 11%. That might seem like a lot, but it pales in comparison to most of the 20th century, when the county added as many as 180,000 residents each decade and doubled in population during the 1950s. In recent years, the county's grown slower than many other parts of the region, including the District and Arlington.
Growth is going to the county's downtowns and walkable neighborhoods
According to the 2000 Census and 2008-2012 American Community Survey, most parts of the county aren't changing that much. Many of the county's older suburban and rural communities, from Chevy Chase to Poolesville, saw little increase in population over the past decade, and in some cases even lost people.
Instead, much of the county's growth is going to its downtowns, like Bethesda, Wheaton, and Silver Spring, which doubled in population between 2000 and 2010. Dense, walkable neighborhoods like Kentlands in Gaithersburg and King Farm in Rockville also had substantial growth. These places already have infrastructure like schools and transit in place, as well as nearby shopping and jobs so new residents don't have to drive or drive as far.
Montgomery County's population has grown, but the amount of driving miles hasn't.
Graph from the Planning Department.
But growth is still happening in areas far from amenities and transit. Clarksburg quadrupled in population between 2000 and 2010, making it the county's fastest-growing community. Though it added 9,500 residents in 10 years, Clarksburg didn't even have a grocery store until last year, has overcrowded schools, and few transit connections to the rest of the county.
New development isn't why school enrollment is rising
Some candidates this year blame new development on rising enrollment in Montgomery County Public Schools, which is adding 2,000 kids each year. In a campaign video, at-large challenger Beth Daly describes driving past a school with portable classrooms. She and her kids shake their heads. "Doesn't the county know that additional growth requires additional infrastructure?" she asks.
But many of the county's most crowded schools are in neighborhoods where the population isn't growing. Researchers for MCPS say this happens due to other factors, like older families moving out and younger families taking their place, new all-day kindergarten programs that mean classrooms can't "double up" to hold two half-day classes, or families returning from private school (though in many parts of the county, the reverse is happening.)
Slowing or even stopping new development won't change this. Developers have to pay "impact fees" to cover the cost of schools and roads near new construction, but the county doesn't collect anything in places where nothing's being built.
We can't afford to not grow
In many ways, Montgomery County has moved past the "growth vs. no growth" debate, which at-large councilmember Hans Riemer calls "outdated." Riemer and fellow at-large councilmember George Leventhal have talked about the benefits of new investment, whether it's paying for the things people want and need, like schools and transit, or the ability to attract younger residents.
It's also easy to see the consequences of restricting growth in places like East County, which was in a development moratorium for many years due to traffic concerns. There aren't any portable classrooms at Springbrook High School in White Oak, which has over 400 empty seats. Burtonsville's village center has been hemorraging businesses since a highway bypass opened, and abandoned or unkempt houses aren't an uncommon sight in neighborhoods still wracked by the recession. It's no surprise that residents support plans to create a town center in White Oak.
Building in the right places is the way to manage growth, not simply slowing it down. Photo by the author.
Directing growth to our town centers and areas near transit can meet the demand for new housing and give people what they want. But it also reduces the pressure to develop other parts of the county, whether it's suburban neighborhoods, the Agricultural Reserve, or parks.
That's the real solution to growth: making it easier to build in the right places, so we can provide the infrastructure and be able to pay for it. It may be more complicated that saying "slow down," but it's ultimately the best path for the county's future.
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