Posts about Development
Walmart's foray into urban format stores officially begins today, with stores on H Street and Georgia Avenue opening for business. The H Street store marks the first time in 18 years DC has had two downtown department stores.
I stopped by the downtown store and snapped a few pictures.
The main entrance leads into a small ground floor lobby. The actual store is one floor up. I was surprised to discover that aside from the lobby, the whole store is a single level.
Up on the store level, it looks like any other Walmart. Perhaps with slightly narrower aisles.
Outside, smaller stores will line H Street. A Starbucks and a Capital One bank branch will be first.
Cross-posted at BeyondDC.
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.
Opponents to redeveloping the McMillan Sand Filtration Site often say it'll result in a loss of recreation and park space. But a recent video of the proposed plan by development team Vision McMillan Partners shows a compelling vision of a site with a large park and recreational component.
The newest plan, which the Historic Preservation Review Board called "very tangible and commendable" earlier this month, consolidates the site's green space, and ensures it's available to the whole neighborhood, rather than as piecemeal private yards.
While the fight to get redevelopment moving at the 25-acre site is far from over, winning HPRB approval is one more major hurdle cleared in bringing a 6-acre public park with pool and rec center, dedicated new affordable housing, and rowhouses and apartments to the long-shuttered site.
Architects Eric Colbert and Associates shared renderings of the latest design for their proposed apartment building at 5333 Connecticut Avenue. Few renderings of the project have been available until now, so it's been difficult to understand how it will look.
The design depicted in the renderings is substantially the same as the one presented at an ANC3G meeting in August, when commissioners voted for the Memorandum of Understanding with developer Cafritz.
Colbert applies planes of glass and white frames to a glass block in manner similar to the neomodernist apartment buildings of Richard Meier. Two of those buildings are regarded as kicking off the trend for glass-enclosed apartment buildings in New York.
The sides of the building that face single family homes have significantly fewer windows, addressing the light pollution concerns the neighbors are reasonably worried about. Having such an dramatic transition from one side to another puts a lot of pressure on the corner, architecturally. Colbert negotiates this shift with a line of windows on the edge of the Kanawha Street wing, shown above. Whether this shift succeeds will depend on how transparent the glass appears at a given time of day.
The change of transparency is driven by the sun, whose heat and light are serious concerns in a glazed building. The renderings show similar treatments on both the north and south elevations of the building. That much glass on the southern exposure will lead to an excess in heat in light, but on the northern side, the glass might also abate the worries about shadows by reflecting light down to the street.
To me, the building is the most successful at the edges of the projections from the sides of the building. There, the relationship between interior walls and the opaque frame around the edge makes it feel like volumes have slid out from the building. This could have been a simplistic, cheesy move, but Colbert's office wove translucent balcony railings into the white frame. The result is a sensitive corner, a feature often absent in glass-heavy modern architecture.
Unfortunately, this sensitivity is absent where the building touches the ground. Considering that the ground has been so controversial, the design would be better if the walls changed as they met the landscape designed by Trini Rodriguez. Whether becoming more solid, showing the weight of the building, or simply transitioning from vertical to horizontal, this relationship is key to producing a building that feels appropriate for its site.
Developer Cafritz has stated their desire to have a building that is contemporary and of its time, and meant "glass." However, glass is only "modern" when it calls attention to relationships of inside and outside, ground and sky, and between the people who look through it as neighbors. Like any materials, how a window shapes our environment is more important than the sheer technological thrill of transparency.
Development around Metro is putting pressure on the transit system, especially on the region's west side. Building around Prince George's County's 15 underused Metro stations could help bring Metro into balance, but only if county leaders are willing to do it.
In a recent Washington Post article, Jonathan O'Connell details how a flurry of new office and apartment development is causing congestion on the Red and Orange Lines and in the Rosslyn tunnel. While Metro is planning $6 billion worth of system upgrades, that won't completely solve the problem.
What needs to happen, says Ron Kirby, director of transportation planning at the Metropolitan Washington Council of Governments, is that Prince George's needs to step up to the plate and start developing its 15 Metro stations. Today, Metro has to "run largely empty trains to those stations in the mornings and back from them in the evenings." By attracting large employers like the FBI to the county's Metro stations, Metro can fill those seats, increasing fare revenue and easing congestion.
O'Connell notes that there is exceedingly low demand in the DC area for office and multifamily residential development in locations far from Metro. There are at least 25 "major apartment projects" being built near Metro stations right now, and approximately 84% of the 5.5 million square feet of office development currently under construction in the region is within a five-minute walk of Metro. Nearly all of that TOD is occurring outside of Prince George's County.
By focusing major office and residential development at its Metro stations, Prince George's County has a huge opportunity to help restore balance to the regional transportation network, dramatically increase its tax base, and improve the overall quality of life for its residents. But to realize this opportunity, the county must put the kibosh on sprawling edge city developments like the proposed Westphalia Town Center. How can we make this happen?
The county is currently updating its comprehensive General Plan, which defines its long-range policies for guiding future growth and development. The preliminary draft of that plan recommends a divided growth strategy that relies both on transit-oriented development at Metro, MARC, and future Purple Line stations, and automobile-oriented development inside and outside of the Beltway.
Of particular concern is that the draft plan contemplates additional automobile-oriented mixed-use development at existing outer-Beltway locations like Bowie and Brandywine, as well as at new suburban greenflied sites like Konterra and Westphalia. None of these locations is connected to transit. As Jonathan O'Connell explains, such a drivable suburban growth strategy doesn't make sense for Prince George's County or for Metro.
By adding mixed-use neighborhoods to inside-the-Beltway stations in Prince George's, Kirby says Metro can "sell the same seat twice." For example, let's assume that the new regional medical center comes to Largo Town Center, as expected.
Now-empty trains headed to Largo could instead fill with hospital workers; when they get off, commuters heading into DC could take their place. And if Prince George's were to build another mixed-use center at a closer-in Blue Line station, such as Capitol Heights or Addison Road, Metro could earn revenue from a commuter coming from Potomac Avenue or Benning Road, and also from a different commuter going out to the medical center in Largo.
Such a coordinated growth strategy is far cheaper, more sustainable, and frankly more realistic, than building new Metro stations to reach the new sprawl. Yet, Prince George's County stubbornly clings to its sprawl past. I continue to believe that the county's leaders can change their ways if they pay attention to and learn lessons from other jurisdictions that have successfully implemented TOD. But the county's actions over the past few weeks suggest that they simply lack the political will or courage to change.
Short of "voting the bums out" of office, what strategies would you use to get Prince George's current leadership to make the dramatic shift from sprawl to TOD?
Crossposted on Prince George's Urbanist.
Prince George's County has stubbornly stuck with sprawl, preferring development outside the Beltway and away from transit. Could it learn a new way to grow from Atlanta, which is swiftly metamorphosing from "Sprawlanta" to new urban paradise?
A recent study from George Washington University professor Christopher Leinberger finds that most of metropolitan Atlanta's growth now occurs in walkable urban places, or WalkUPs. Close-in walkable neighborhoods, especially those near rail stations, are now home to 60% of Atlanta's office, retail, apartment, and institutional development.
But how did Atlanta get there, and how could Prince George's do the same? By creating plans and sticking to them, coordinating people and resources, making the case for smart growth to developers, and embracing the possibilities.
Talk is cheap, actions matter
In Atlanta, city officials are fully committed to carrying out a bold vision for transit-oriented development. It centers around the Atlanta Beltline, a comprehensive revitalization effort that will turn a 22-mile historic and virtually abandoned railroad corridor surrounding the city into a network of public parks, multi-use trails, and transit. In addition, the city has partnered with MARTA, the regional transit agency, to redevelop more of the areas around existing transit stations and also to augment regional rail transit with local streetcar and bus routes.
As Cheryl Cort discusses in her review of M-NCPPC's Where and How We Grow policy paper, Prince George's County lacks a unified vision and growth policy. While county officials talk a great deal in the abstract about the need to focus on TOD and Metro station development, their actions reveal that they have very little understanding of or concern for what it would take to do so.
M-NCPPC staff is in the process of revising the county's General Plan, the official road map that is supposed to guide the county's growth and development through 2035. However, it remains to be seen whether the County Executive and County Council will actually commit themselves to carrying that vision forward, instead of just paying lip service to it.
Proper coordination of personnel and resources is essential
In Atlanta, the planning, building, and housing offices are organized within one department, Planning and Community Development, with a single commissioner. The commissioner's office provides leadership, policy direction, and centralized staff support for all three offices. A single quasi-independent development authority, Invest Atlanta, promotes the revitalization and growth of the city and serves as the city's economic development agency.
Invest Atlanta created a separate entity to implement the Atlanta Beltline vision called Atlanta Beltline, Inc. Atlanta's mayor and appointees from the city council, city school board, and Invest Atlanta serve on its board. These organizations and offices coordinate extensively with the public.
In Prince George's County, it's unclear who is responsible for developing and carrying out any TOD priorities. The planning, redevelopment, housing, and economic development functions are scattered across various independent agencies, including M-NCPPC, Economic Development Authority, Housing Authority, Redevelopment Authority, and the Revenue Authority, each of which has a separate board of directors.
Two different division heads within the county executive's office interact with these agencies. None of the agencies have any meaningful engagement with the public, except for M-NCPPC, the bi-county planning agency established by state law.
Encourage the development community to embrace smart growth
In Atlanta, city officials appear to have leveraged their good working relationships with the development and real estate communities such that they have become willing partners in the city's smart growth transformation. Take a look at Mariwyn Evans' fascinating account of how the Atlanta Commercial Board of Realtors (ACBR) worked to educate its fellow members and community leaders about the benefits of transit-oriented development, and also to promote smart growth as one of its top legislative priorities.
ACBR even helped create an extensive redevelopment action plan for the Edgewood-Candler Park MARTA Station, which is located in an older, formerly distressed neighborhood in southeast Atlanta. Both before and after the plan's creation, ACBR worked with city, MARTA officials, and community groups to ensure that the plan would become a reality.
MARTA, in turn, worked with a developer to acquire and develop the Edgewood-Candler Park station in a public-private partnership. Once the new development is finally built, ACBR's members will again play an integral role by brokering the various leasing deals.
Unfortunately, Prince George's County has a long and tortured history of corruption that discourages many good and honest developers from doing business in the county. Additionally, the county's development review process is overly-politicized as a result of the council's discretionary "call-up" procedure, which allows the council to delay or demand changes to projects previously approved by M-NCPPC.
These hindrances make it cost-prohibitive and otherwise undesirable for reputable developers and real estate professionals to bring quality transit-oriented projects to the county. Instead, developers pursue the easiest, cheapest option: greenfield sprawl development.
Embrace the possibilities!
The biggest lesson that Prince George's County should learn from Atlanta is that it is possible within a relatively short amount of time to effect fundamental change in the county's growth and land use policy. And that can change the way ordinary citizens, political leaders, developers, and real estate professionals alike see the future of their communities.
Prince George's County's political leaders can decide that they are going to embrace and follow a true smart growth strategy. They can decide to reorganize the various agencies and departments in a way that maximizes accountability and unity of vision and purpose.
County leaders can decide to stop funding, focusing on, and advocating for suburban sprawl projects. They can decide to invest heavily in the revitalization of the county's established, economically distressed inner-Beltway communities, so that they can become more attractive to prospective residents and economically viable to prospective developers and retailers. That includes improving the county's public schools as well.
Prince George's can take meaningful steps to cultivate positive relationships with the development and real estate communities. This includes de-politicizing and eliminating any appearances of impropriety, unfair dealing, and corruption in the development review process.
In the current climate, it's hard to imagine the Prince George's County Association of Realtors or the Maryland-National Capital Building Industry Association taking an active role in facilitating TOD in the county. Indeed, as demonstrated just a few days ago, these organizations frequently are among the fiercest advocates of maintaining the suburban sprawl status quo. Yet, the example of ACBR in Atlanta illustrates that such a collaborative, pro-smart growth approach is possible.
Like Atlanta, Prince George's County has all the building blocks necessary to develop thriving, transit-oriented, and sustainable walkable urban places that could rival any other jurisdiction in the Washington metropolitan region. The only thing the county has to fear is itself.
Will Prince George's County's leaders be bold enough to embrace a new way, or will they continue with business as usual? Will the county's citizens demand accountability from their leaders, or will they continue to elect and reelect individuals who are committed to replicating yesterday's vision of the county as a sprawling bedroom community?
The answers to these questions will determine the county's fate for the next generation.
Crossposted on Prince George's Urbanist.
Today, the Montgomery County Planning Board reviews plans for a second phase of Pike + Rose. Meanwhile, the first phase of the new urban neighborhood at Rockville Pike and Montrose Road inches closer to opening next year.
When finished, Pike + Rose will have housing, offices, shops and restaurants, a high-end movie theatre, and a hotel, along with several public open spaces. A redevelopment of a 1960's-era strip mall, it'll be multiple times the size of developer Federal Realty's other projects in the area, Bethesda Row and Rockville Town Square.
According to Evan Goldman, Federal Realty's vice president of development, the first phase will start opening next year. In the meantime, let's visit the construction site.
Back in July, the first of three buildings in the first phase, a 174-unit, five-story apartment building called PerSei, topped out. Units here will start renting late next spring, Goldman says. You can see cream-colored brick going in on one side.
Like many new apartment buildings, PerSei has been designed to look like a block of smaller buildings. The windows on Old Georgetown Road and Grand Park Avenue, one of several new streets, are more modern, with large panes and less ornamentation. But around the corner, the windows have smaller panes and more detail, almost like those on a warehouse.
Across the street, 11800 Grand Park Avenue, an office building, has topped out as well. It'll open in fall 2014, along with 150,000 square feet of ground-floor retail space in both buildings. 75% of the retail is already leased and will include a high-end iPic movie theatre, a music venue operated by Strathmore, several restaurants, and a Sport & Health Club.
Read on and see additional photos at the Friends of White Flint.
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