Posts about Development
Last Friday, Fairfax officially approved a new headquarters tower for Capital One in Tysons Corner. At 470 feet tall the new building will be the tallest in the DC region after the Washington Monument.
If that news sounds familiar, it's because in May of 2013
Fairfax approved developers proposed a 435 foot tall building, then the tallest in the region yet. And when Alexandria approved a 396 foot tall tower, that also would've been the tallest. Meanwhile, Arlington's 384 foot tall 1812 North Moore tower recently finished construction, officially taking over the title of region's tallest skyscraper (for now).
There may not be an explicit competition, but the fact is undeniable: Northern Virginia's in a full-on skyscraper rivalry. And Tysons is pulling insurmountably ahead.
At 470 feet tall, this new Tysons building will be the first in the DC region to officially eclipse Richmond's tallest, the 449 foot tall Monroe Building. Baltimore and Virginia Beach each have towers above 500 feet, often considered to be the breaking point for a true skyscraper.
Cross-posted at BeyondDC.
In the coming years, eastern Montgomery County could see some big changes, from faster, more reliable bus service to a new research and technology hub. Last night, candidates for County Council talked about these issues with some very skeptical Four Corners residents.
The Four Corners area, part of Council District 5, is slated for Bus Rapid Transit lines on Route 29 and University Boulevard. The White Oak Science Gateway plan would add research and technology office space along with with homes and shopping.
I live-tweeted the forum, along with Joe Fox and Jessie Slater. Here's a Storify. Update: If you don't see the content in the box below from the home page or another list of articles, try going to the individual post page.
The only way the City of Falls Church can grow is up. To expand its tax base, city leaders have been promoting mixed-use development and even blocking projects that aren't mixed-use. This trend is taking another step with a new building under construction at 301 West Broad Street.
Broad Street is Falls Church's major link to Tysons Corner, Seven Corners, and Alexandria. Within the city limits, the street features a mix of styles that reflect several eras in architectural history. There are low-slung commercial buildings, but 301 West Broad will add to a growing number of taller mixed-use buildings that are ramping up the density in Falls Church.
The building, by developer Rushmark, will be seven stories tall with 282 apartments. A Harris Teeter and another retail space will occupy the ground floor. The building is replacing a post office and a restaurant, Anthony's, which had been at the site since 1972. Both have relocated, the post office to another mixed-use building up the street.
The "Little City" embraces urbanism
Nicknamed "the Little City," Falls Church is only a bit larger than two square miles and is one of the smallest municipalities by area in the country. The city is so small that the city's middle and high schools were actually located in Fairfax County until last year.
To fund city services on par with its much larger neighbors, Falls Church is actively embracing mixed use construction. City leaders recognize that mixed-use buildings offer more economic value on smaller parcels than typical suburban construction. Mixed-use also provides more tax revenue than single-use construction, even when the total building size is smaller.
Falls Church is actively planning for growth where the best opportunities exist. Besides directly on Broad Street, there are relatively large commercial parcels along South Washington Street and land it gained in a land swap with Fairfax County in 2012.
The city enjoys advantages for building smart growth compared to its larger neighbors. Most streets follow a grid pattern, and the city's zip code, 22046, rates a Walk Score of 78 ("Very Walkable"). The W&OD Trail also runs through much of the city, and the Custis trailhead is close by.
While WMATA's two Falls Church metro stations aren't actually inside the city, residents aren't more than a few minute bus ride to either one and service is frequent.
The Route 7 Corridor Study is examining transit options for route 7 between Tysons Corner and Alexandria. This could bring a potential light rail or a streetcar line right in front of 301 West Broad and put higher quality-transit close to residents all over the city.
Obstacles and opposition remain
The city's small size and population makes it relatively easy for citizens to get involved in planning decisions, and there was a lot of input during the project's design. The city's Winter Hill neighborhood is adjacent to the project and many citizens weighed in, often with tentative support.
Some worried about the noise and trash in the back of the building from the grocery store's loading dock. Some said that at 65,000 square feet, the Harris Teeter was larger than appropriate for what was supposed to be a more "urban" grocery store.
Rushmark responded by totally enclosing the loading dock and noting that a similar store in a mixed use development in Tysons Corner was around the same size.
Other residents were generally concerned about schools, roads, and parking. They said these impacts would outweigh the tax revenue from the new development. Meanwhile, members of the city's planning commission reportedly worried that the building was too "urban" for the "suburban" city of Falls Church.
But Falls Church is in a unique position. It neighbors some of Northern Virginia's biggest commercial areas. Its small town image has competed with the region's growth for a long time. Still more changes to the "Little City" are coming, and the city may not stay so little for long.
Dead End: Suburban Sprawl and the Rebirth of American Urbanism. Greater Greater Washington will be reprinting a few excerpts from the book. Vicky Hallett also discusses the book in today's Express.
Ross is giving a book talk on Tuesday, April 22nd, 5:30 pm at APTA headquarters, 1666 K Street NW. Afterward, GGW is cosponsoring a happy hour at the Meeting Place, 1707 L Street NW, at 6:30pm. Stop by for just the talk, just the happy hour, or both!
In Briarcliff, New York, a spurned builder once wrote, the aim of zoning is to guarantee "that each newcomer must be wealthier than those who came before, but must be of a character to preserve the illusion that their poorer neighbors are as wealthy as they."
Such frank talk about land use is rare indeed. If you don't want something built, an honest statement of objections invites defeat in court. If you do, plain speaking is unlikely to convince the zoning board, and it risks offending any neighbors who might be open to a compromise.
Each party has an illusion to maintain, so words become tools of purposeful confusion. One side directs its linguistic creativity into salesmanship. Rowhouses turn into townhomes; garden apartments grow parked cars in the gardens; dead ends are translated into French as cul-de-sacs. The other, hiding its aims from the world at large and often from itself, has a weakness for phrases whose meaning slips away when carefully examined.
Land use disputes thus come before the public veiled in a thick fog of evasion, euphemism, and flat-out falsehood. From this miasma rises a plague of obscurity that infects the language itself. Terms devised to conceal reality become so familiar that they are uttered without thinking. Critics find themselves unable to question received dogmas for want of words to express their thoughts.
A tour of this vocabulary must begin with compatibility. The concept is at the heart of land use regulation. In the narrow sense, incompatible uses are those that cannot coexist, like a smokehouse and a rest home for asthmatics. But the word has taken on a far broader meaning.
Compatibility, in the enlarged sense, is often thought of as a sort of similarity. But if two things are similar, they are both similar to each other, while with compatibility it is otherwise. A house on a half-acre lot is compatible with surrounding apartment buildings, but the inverse does not follow. An apartment building is incompatible with houses that sit on half-acre lots.
Compatibility, in this sense, is euphemism. A compatible land use upholds the status of the neighborhood. An incompatible one lowers it. Rental apartments can be incompatible with a neighborhood that would accept the same building sold as condos.
The euphemism is so well established that the narrow meaning has begun to fall into disuse. Neighbors who object to loud noises or unpleasant odors just lay out the specifics; incompatible has come to mean, "I don't like it and I'm not explaining why." The word is notably unpopular with New Urbanists. Faced with such an obvious case of incompatibility, in the literal sense, as a parking lot in a walkable downtown, they call it a "disruption of the urban fabric" or a "wasteful use of land."
Compatibility may be the most pervasive linguistic deformation, but it is hardly the only one. Homeowners will complain about the impact on their neighborhood when basement apartments are rented out or high-rises are built nearby. This word conflates purely psychological desires, among them the wish to keep away from people with lower incomes, with physical detriments like smell and shade. Its value lies in its vagueness
Another slippery phrase is public use. Here the word use conveys almost the exact opposite of its common meaning. Montgomery County, Maryland, where I live, has a definition: public use space is "space devoted to uses for public enjoyment, such as gardens, plazas, or walks." A common example is the empty plaza that sits between an office building and the street, elevating the status of its surroundings through the display of conspicuous waste.
The operative word in the definition is not "use" but "enjoyment." In other words, no productive work can be done in the space. By this definitional sleight of hand, disuse becomes a kind of use, and indeed the only kind allowed. In one case in 2011, the planning board forbade the placement of a barbecue in a public use space when a neighbor complained that it would encourage the public to use the space. ...
Our linguistic tour would hardly be complete without a visit to the greedy developer. The key to decoding this phrase is that the word "greedy" lacks semantic content. Antipathy to developers has no relation to their degree of avarice
The builder stands accused, often enough, of the sin of manhattanization. When first used in San Francisco in the late 1960s by opponents of downtown skyscrapers, this was a vivid and descriptive coinage. But just as the developer's first name lost its connection to avarice, manhattanization became unmoored from New York City. The term, in current usage, can refer to almost any structure that rises above its surroundings.
A campaign against manhattanizing Menlo Park, California, objects to two-, three-, and four-story buildings around the train station. The movement's leader explains her goals by asking "Are we going to remain a small town, with low-density development, or are we going to be more like Redwood City and Palo Alto?"
Manhattanize might seem an odd choice of word to convey the meaning of "make it look like Palo Alto," but stale metaphor, as George Orwell pointed out years ago, does a service. It releases the speaker from the need to explain, or even figure out herself, exactly what she means to say. The premise of the argument against density is left unstated and thus immune from challenge.
"If thought corrupts language, language can also corrupt thought," Orwell warned in his famous essay Politics and the English Language. For a half-century and more, deformed language has made it hard to think clearly about the communities we live in. Our system of land use will be the easier to understand, the more we use words that say plainly what we mean.
A study of Virginia's Route 1 finds that people want "to create destinations, ... not a throughway." They also want better pedestrian and bicycle safety, and really want transit, but they also want to see traffic flow faster. What's the best way to balance these?
If this major public investment can succeed in creating walkable, livable transit communities along the corridor, the state and localities need to find ways to keep vehicle speeds down and not force people to cross long distances. They can start by designing roads to create a sense of place instead of inhibit it.
In fact, building better places could also speed up traffic flow, by making it possible for more people to get to local shopping without driving, or by taking other roads in a street grid instead of all piling onto Route 1 itself.
How fast and wide should Route 1 be?
The study assumes that the speed limit would remain 45 mph and lanes would be 12 feet wide. A road built for speed will create a less comfortable environment at center median transit stations. It will increase the distances pedestrians have to cross. And it will reduce the sense of connectivity between transit-oriented neighborhoods on either side of the road. Perhaps the speed will impact transit ridership as well.
There's a history here. A few years back, VDOT proposed reducing posted speeds to 35 mph, but faced a huge public outcry and the local supervisors made VDOT drop the proposal.
Bicycles struggle to find a place
The study also looked at ways to accommodate bicycles. Options included on-road bike lanes or an on-road cycletrack (among others), but the 45-mph road and wide lanes essentially forced the study team to select an off-road, 10-foot shared-use path for both bikes and pedestrians. This will almost certainly spark concerns about the impact on pedestrian safety, on the efficiency of bike travel, and the risks to bicyclists and pedestrians crossing intersections.
1997 British study on the relationship between vehicle speed and pedestrian fatalities shows that higher speeds mean more pedestrian fatalities.
State and local officials should authorize the consultants to study an alternative with a 35 mph posted speed, 11-foot lanes, and on-road cycle tracks, to evaluate if this approach will not only smooth out and maintain good traffic flow, but will improve safety for all users, while enhancing the walkable, transit-oriented centers that the community seeks.
Will housing remain affordable if transit improves?
Until recently, the Route 1 corridor in Fairfax and Prince William hasn't seen the same level of investment as other parts of the two counties. It hasn't moved beyond aging strip malls, an unsafe pedestrian environment, deteriorated streams, and plenty of traffic.
This is also an area with an important supply of affordable housing, and many are concerned that the promise of new transit investment will increase land values and eliminate existing market-rate affordable housing.
Given that Fairfax County's commercial revitalization corridors are also the location of most of the county's affordable housing, the county needs a proactive approach when planning major new transit investments in these corridors. That must preserve affordable housing in good condition and include new affordable units in new development projects.
Unfortunately, the county has severely cut back its housing trust fund, and its inclusionary zoning policies for affordable units don't apply to buildings over four stories. The study should consider how new transit will affect property values and the current supply of affordable units. The county needs to commit to a robust housing strategy for the Route 1 corridor like the one Arlington adopted for Columbia Pike.
Change is indeed coming to the Route 1 corridor. The demand to live closer to the core of the region and expansion at Fort Belvoir are already driving new investment, including the recently-completed Beacon of Groveton, the Penn Daw development, and upgraded strip shopping centers.
Long-time residents are hungry to see more change come sooner. Many at the meeting pressed to move the transit project forward as soon as possible. That's a challenge given the lead times required to plan, fund and build major new transportation projects. Fairfax and the state should make this transit corridor a top priority. They also must support investment in Metro's core capacity so that the rail system can handle the new riders.
The study team should complete the traffic analysis by the end of April; the economic, land use and funding analysis will follow by the end of May; and they will recommend an alternative by July. The next public meeting is in June. In the meantime, take their survey and make comments on this form.
Redeveloping DC's McMillan Sand Filtration site will not choke neighborhoods in new traffic as long as the District follows through on transit plans, says a transportation study from the project team.
The most important element: better transit
The study says that it's quite possible to avoid burdening busy roads in the surrounding neighborhoods, as long as planned improvements to transit actually happen. The report says is transit is actually necessary regardless of whether the project goes forward or the site remains fenced off.
In the short run, improving the Metrobus 80 bus line on North Capitol Street, which WMATA has already designated a "bus priority corridor," will help the most. Other bus lines also need improvements that previous studies have identified.
The report also calls for building the proposed streetcar line along Michigan Avenue from Woodley Park to Brookland Metro. If these projects get delayed, he report recommends coordinated shuttles to the Brookland Metro station.
Along with some tweaks to surrounding roads, the traffic will be no worse with the McMillan project than if nothing gets built.
The report also calls for better bicycle and pedestrian infrastructure, including completing the street grid through McMillan, multiple pedestrian access points in each building, ample bicycle storage, and space for three Capital Bikeshare stations.
Top: Transit today around McMillan. Bottom: Proposed transit. Images from the report (p. 92 and 97).
While the study demonstrates the redevelopment can move forward without burdensome traffic impacts, it also points to potential problems that the project team will need to take care to address.
There needs to be ongoing pressure on the city and DDOT to move forward on transit. The city has moved slowly to upgrade transportation elsewhere, so project partners need to keep a close eye on progress.
Walking and bicycling conditions on and off the site also need more attention. Busy driveways on Michigan Avenue pose potential new conflict points for pedestrians and bicyclists. As the city reviews this project, it should take every chance to improve access and safety in the area. Also, while it's great to leave space for three Capital Bikeshare stations, the development should pay for at least one.
The transportation plan specifically cites a proposed DC Circulator route from Brookland to Tenleytown, which covers the same ground as the current H buses. Instead of duplicating existing service, DC and Metro could work together to improve existing H bus service. In fact, Metro recently studied the H lines and made several recommendations to make service faster and more reliable through the area.
New traffic signals will help pedestrians and bicyclists, but the added turn lanes and driveways on Michigan Avenue and First Street NW could pose additional barriers and hazards.
The report also recommends incentives to reduce driving, lower vehicle parking ratios, and encourage transit use in later phases. Instead, these efforts should start now.
With a redevelopment as large and controversial as McMillan, it's important to push for the right policy decisions. To voice your support for the right policy decisions regarding the McMillan redevelopment, head over to the Coalition for Smarter Growth to sign up to speak at an upcoming hearing.
Prince George's County officials want everyone to know that the county is serious about transit-oriented development and making the most of its Metro stations. A promise to plan needed streets, sidewalks and parks around a short list of stations could be an important change to county spending that's been focused on big-ticket road projects.
The county has been lobbying hard to get the FBI headquarters at the Greenbelt Metro station. Next week, officials break ground on a new Maryland Department of Housing and Community Development headquarters at the New Carrollton station. And the county has committed to locate a $650 million hospital at Largo Town Center station.
All are examples of the county's strategy targeting five Prince George's Metro stations: Largo, New Carrollton, Prince George's Plaza, Branch Avenue, and Suitland. The county will speed up the approval process around these sites and offer financial incentives for transit-oriented development.
The county has also committed to plan infrastructure such as streets, sidewalks, and parks around each station. For the last few years, the county's requests to the state government for transportation projects listed infrastructure at Metro stations, but did not make a detailed request. County officials now are committing to assessing specific station area needs, to make sure that infrastructure at Metro stations are in the line for funding from the county, state, or other sources. The current draft of the county's 20-year land use plan also calls to revise the county's capital project lists to align with its transit-oriented development priorities.
But apart from the Purple Line, which isn't entirely in the county, the lion's share of local and state funds continue to flow to expensive road widening, interchanges and other facilities that chase sprawl.
The county has won a state commitment to spend $150 million on an interchange at Suitland Parkway and MD-4, and a new interchange for MD-210 (Indian Head Road) at Kerby Hill Road for $100 million. The Suitland and MD-4 (Pennsylvania Avenue) interchange feeds development at the 6,000-acre greenfield Westphalia project, which is a bad deal for the county.
The county's top request from the state this year is to fund another interchange for MD-210, which could cost close to $100 million. The complete plan for 7 interchanges along MD 210 prices at more than $600 million. Those numbers dwarf the $26 million the state committed last year for pedestrian and bicycle improvements.
Rushern Baker's administration's pledges to help spur development at priority Metro stations are very welcome. Residents are hoping to see them follow through.
- The war on Dana Milbank's car
- Two maps that explain what DC might look like as a state
- Have you been "walkblocked"? Are you "zonely"? New terms sprout in the urbanist lexicon
- David Catania's platform supports Metro, streetcars, bus lanes, bike lanes, transit-oriented development, and more
- This German city's monorail redefines river transportation
- Red paint keeps drivers out of San Francisco's bus lanes
- "We built this city on: hot hipsters." Cards Against Urbanity wants to make you laugh