Posts about Economic Development
Neighborhood restaurants can be the foundation of a community. In Anacostia, plans to bring popular local chain Busboys & Poets to the area are moving forward, while residents remember one sub shop that was the "spot to come to" before closing a generation ago.
In recent years, restauranteur and mayoral candidate Andy Shallal has hinted he intends to open a Busboys & Poets in Anacostia. In response, residents launched a marketing campaign to woo the restaurant.
At last night's Washington City Paper debate, Shallal publicly confirmed he is in negotiations for 2 possible locations in Anacostia: the former American Furniture store at 2004 Martin Luther King Jr. Ave. SE, and the city-owned Big K lot in the 2200 block of MLK. Community sources say Shallal is exploring "franchising" the Busboys & Poets brand to a black-owned management group that would run the restaurant in the former furniture store.
A block away, long-time resident Melvin Holloway stands on the corner of the lot at the junction of Martin Luther King Jr. Avenue, Pleasant Street, and Maple View Place SE and points to a sign.
"See: March 27, 1961," he says, singling out a date on the side of the neon sign's illuminating shell. "That's about when the Miles Long opened. It closed, probably, in the late '70s. But their memory is still strong."
The reverence that still exists in the hearts and stomachs of Anacostians for the Miles Long, decades after its closing, is a testament to the yearning both long-time and newer arrivals have for landmark neighborhood eateries. When discussing Anacostia in recent years with my Uncle Gary, who worked for Goodyear on Railroad Avenue in the 1970s, he always mentions the Miles Long.
According to Holloway, Miles Long "was the spot to come to at night, the spot to come to when it opened up early in the morning, and anytime in between. You could smell the fried onions they'd put on the steak sandwiches blocks away."
The Miles Long building had a brief second life in 2012 when a couple from Bethesda opened Mama's Kitchen, a pizzeria that the Washington Post highlighted as one of the first sit-down restaurants to open in the area in years. Since then, Mama's Kitchen moved to 2028 Martin Luther King, Jr. Avenue and became Mama's BBQ, Blues & Pizza.
A neighborhood dining scene is slowly returning. In recent years, Uniontown Bar & Grill opened at the corner of Martin Luther King Jr. Avenue and W Street. On Good Hope Road, Nurish Food & Drink recently opened in the Anacostia Arts Center, housed in the old Woolworth building and down the street from local mainstay Tony's Place.
Changes are coming for hungry Anacostians. Time will tell what neighborhood eatery future generations will get to remember.
In January 2003, then-Mayor Anthony Williams announced plans to reimagine St. Elizabeths East Campus as a new community hub. Over 10 years later, it's beginning to materialize, but the private investment and new opportunities neighbors were promised have yet to arrive.
Neighborhood residents, community leaders, and local business owners participated in the first planning process for the District-owned campus in Congress Heights. Now, Mayor Vincent Gray is doing it again. After decades of disinvestment in the area, his administration is building new schools, new recreation centers, and the St. Elizabeths Pavilion, a new community center that opened last year.
While a planned vendor market hasn't started yet, a series of temporary events have positioned the pavilion to become an established rental venue, says Catherine Buell, Executive Director of St. Elizabeths East. To attract activity to the site, the city opened a free ice slide, hosted a free performance by a Grammy-award winning R&B artist, held fitness classes and has drawn a line-up of popular food trucks.
"The Pavilion has been a success," says Buell, a resident of Historic Anacostia, noting that over 10,000 people from across the region have come to St. Elizabeths East, a former mental health institution that was previously closed to the public. "And they are comfortable here," she adds.
Confirming city officials' desire to make the Pavilion a family-friendly destination, on a recent weekend, its meeting space hosted a community organization, while in the next room a group of small children played games under adult supervision.
Officials admit there's still work to do. "There were areas we needed to do a better job of tending to," says Buell. "We knew starting up an enterprise was going to be hard, but we have developed and built up a dynamic brand."
Last month, Victor Hoskins, Deputy Mayor for Planning and Economic Development, disclosed the city had prematurely terminated its relationship with a management company that the city had paid over $250,000 to assist with marketing, booking and event planning at the Pavilion. The next step will be soliciting "successful third-party rentals" that can begin making the Pavilion a place of commerce. "Vendors are interested," Buell affirms.
Elsewhere on the campus, redevelopment plans are slowly moving forward. St. Elizabeths East Chapel, where Mayor Williams first announced plans to redevelop the campus in 2003, could soon become the R.I.S.E. Demonstration Center, a business incubator that "will bridge the gap between the innovation field and local community" until a more permanent space is built. The permanent space, the 500,000-square-foot St. Elizabeth's Innovation Hub, can't proceed until 2016, when important infrastructure improvements are built.
In a press release, District officials said they "expect to create" a Demonstration Center with a "Digital Inclusion Center" with a state-of-the-art computer lab where residents can receive computer training, classrooms for job training and placement services, community meeting space, and "entrepreneurship and career conference areas." It should open this summer.
But the key phrase is "we expect to create." In conversations with community members in and around Congress Heights, many expressed a fatigue over the past decade in attending meetings and reading stories that foretold a new day of private investment and opportunity was round the corner. That day has yet to come.
While new investment and street life arrive in Northwest DC neighborhoods like Petworth, Brightwood, and Takoma, Kennedy Street has been slow to respond. But a group of local citizens seeks to change that.
Shuttered storefronts define Kennedy Street today, despite its population with rising incomes, newly-arrived young families, and relatively low crime. Folks who arrived in the neighborhood ten, five, or one year ago all say they thought the same thing when they first arrived: "Kennedy Street will arrive any time now." Long-term residents also complain about the lack of services, and are resigned to driving to other neighborhoods for restaurants, groceries, arts and entertainment.
Growing weary of hearing complaints and disappointments, a group of citizens and I started the all-volunteer Kennedy Street Business and Development Association (KSBDA) in January help hasten the evolution.
Geography and the street experience hold Kennedy Street back
Challenges beyond supply and demand explain why Kennedy Street has been slow to change. The street is oriented east-west, against the grain of the city's main north-south commuter routes, and it is bisected by the imposing four-lane Missouri Avenue, isolating the eastern end of Kennedy Street from the rest of the corridor closer to Georgia Avenue.
The area's public transport connections are not ideal, as much of the street is just beyond walking distance of the Fort Totten, Takoma, and Petworth metro stations. Except along Georgia Avenue, bus service is limited outside commuter hours.
The street itself creates a difficult environment for thriving retail. Fortuitously, Kennedy Street is zoned C-2-A between Georgia Avenue and North Capitol Street, permitting a mix of housing and commercial uses. But many of the true commercial buildings are clustered around corners with row houses in between, creating gaps in potential retail clusters. In some places, alleys, the sides of houses, wooden fences, and back yards break up the street wall.
Meanwhile, the sidewalks are narrow, with retaining walls and telephone poles creating bottlenecks. Though there are few places to plant, residents and business owners alike lament the street's general lack of greenery. Some commercial buildings have no alley access at all, requiring business owners to leave waste receptacles on the sidewalk.
Limited support for Kennedy Street
The city's support for the street appears uncoordinated and uneven. After a model effort in community buy-in, the Office of Planning issued a Revitalization Plan for the street in 2008. The plan is as valid today as it was six years ago. But few of its recommendations have been implemented.
The District Department of Transportation (DDOT) offered $3.75 million in funding for streetscape improvements, but it's tied up a separate $3.1 million fund to reconfigure the intersection of Kennedy Street with Missouri and Kansas avenues, both of which are behind schedule. Quick fixes like new parking lines, street furniture, and bike racks have been generally unrealized. City programs to improve building facades and invest in businesses have barely touched Kennedy Street.
Oddly, the eastern portion is not eligible for several city incentives, though the commercial buildings there are in worse shape. Pepco has refused requests to bury or even reduce the number of overhead wires, citing the cost and reliability of the existing infrastructure.
Businesses are determined to make it work
Still, some current businesses are determined to grow with the neighborhood. Culture Coffee, a community-oriented cafe at 7th and Kennedy streets NW, has fast become the neighborhood's third space. A block away, a new outpost of Taqueria DF will add patio seating for tacos and cervezas this summer. Local take-out favorite Andrene's, at 3rd and Kennedy, has pledged to remove its plexiglass windows and open up to the street.
KSBDA has found some businesses who seek locations here, but would need to buy and invest in a space. Most owners are only looking to lease, but don't have the capital to install commercial kitchens, quality floors or new facades. Some owners are speculating on appreciation, but their marginal tenants or unavailable vacant storefronts hold the street back.
More than a few prime commercial locations are shuddered and their status is entirely unclear: are they operating irregularly, defunct, or hiding from city regulators? Other owners are absent, often elderly, and have little faith that the street could ever change. Two owners have even tried to talk me out of starting a business on the street!
So how do we overcome these challenges to help Kennedy Street fulfill the potential that residents and businesses all see? How can a movement of volunteer residents and true mom-and-pop businesses help the street become a walkable, welcoming destination, without turning to major outside developers with no attachment to how we define our neighborhood?
Many of us are ready to take action to help grow the street from the bottom up, but we need your help, your lessons, your advice, and your resources to get it done.
For three years, DC has been trying to redevelop the prominent "Big K" lot in Anacostia, and plans are finally moving forward. This week, city officials expect to host a public meeting about the project, including what will happen to two historic homes on site today.
Last October, DC's Historic Preservation Review Board unanimously denied plans to develop a six-story residential and retail building on the Big K parcel on the 2200 block of Martin Luther King, Jr. Avenue SE. It would involve demolishing the former Big K Liquor store, the site's namesake, as well as relocating two boarded-up homes to a city-owned lot three blocks away on W Street, something which some neighbors have vocally opposed.
The plans were the culmination of the Department of Housing and Community Development's three-year effort to develop the Big K parcel. Now, DHCD is readying itself to go before HPRB again with a revised concept, which will have a public hearing soon.
At a recent oversight hearing of the DC Council's Committee on Economic Development, DHCD director Michael Kelly described the Big K project as a "transformative project in a very important part of town." Last week, Kelly met with members of Advisory Neighborhood Commission 8A to discuss Chapman Development's latest development proposal. DHCD will hold a public meeting to provide updates and discuss the proposed plans tomorrow, Wednesday, February 19, from 6:30-8:30 pm at the DHCD Housing Resource Center, located at 1800 Martin Luther King, Jr. Avenue SE.
Big K's recent history
DC acquired the four lots comprising the Big K site in the summer of 2010. Three of the four parcels, not including the liquor store, are located in the Anacostia Historic District. In 2012, the city demolished the 1880s-era home at 2228 Martin Luther King, Jr. Avenue, leaving the two other historic homes intact. Officials weren't able to acquire Astro Motors, a car dealership at the corner of MLK and Maple View Place SE.
After releasing a Solicitation for Offers in June 2012, DHCD received a single qualified respondent, Reston-based Chapman Development. Chapman is known for developing the Grays, an apartment building with the Fairlawn Market on the ground floor.
If Chapman Development meets the conditions of the property disposition agreement, DHCD will sell them the Big K property for $1. According to DHCD's website, the developer's proposal will be successful if it "[results] in a vibrant, mixed use development that promotes walkability and provides neighborhood-serving retail."
Residents were hostile to Chapman's original Big K proposal at a community meeting last September. While some asked DHCD to seek another developer, the agency chose to remain with Chapman, which has tried to mend ties with the community. In recent weeks, the developer's principal donated $10,000 to the Child and Family Services Agency's Partners for Kids in Care Donation Center.
Relocation to 1328 W Street
The two homes on the Big K site today would move to 1328 W Street SE, most recently a Unity Healthcare Clinic. According to sources familiar with the ongoing process, the Department of General Services signed over ownership of the property to DHCD. Although the site has been deserted for more than a year, the temporary structure remains.
It's unclear if DHCD plans to relocate the historic homes to the W Street side or the V Street side of the lot, where they would rest between Engine Company 15 and Delaware Avenue Baptist Church. Moving them will require a level of technical execution DHCD has yet to demonstrate and coordination with neighborhood leaders who have been outspoken in their opposition to the relocation.
As the saga of the city-owned Big K lot continues into its 5th year, what happens next is anyone's guess.
DC economic development officials have selected a bid to turn the Franklin School into a modern art center that will host temporary exhibitions.
The plan comes from a prominent collector, Dani Levinas; developer EastBanc will turn the former school into the museum. It will include a ground floor restaurant by José Andrés, Jonathan O'Connell reported in the Washington Post.
Levinas' bid won out over proposals to turn the building into a boutique hotel, by Douglas Development; a technology start-up center; and offices for the company CoStar.
A flexible arts space, known as a "kunsthalle," is something many arts organizations in DC had asked for. Leaders of the Phillips Collection and Hirshhorn Museum noted that many arts organizations don't have enough flexible space for temporary installations.
There had been significant community support for the idea, which would be the only one to keep the beautiful and historic interior open to the general public. Phillip Kennicott extolled the idea, noting that the interior spaces didn't really lend themselves to office or hotel, and therefore the hotel would have few yet very elite rooms.
On the other hand, a number of people on Twitter were left scratching their heads to some extent. According to O'Connell, the museum will be a nonprofit, meaning it won't pay taxes; only the restaurant and gift shop will. Another use would have brought in a lot of tax revenue in a city where a huge proportion of downtown space is tax-exempt, either government or nonprofit.
And even if local museums say they need more space, is even more exhibition space the best way to activate the area? (It's probably better than more offices, particularly than for CoStar, which had a building and sold it for a huge profit after getting a very large DC tax break.)
Finances were paramount when the Deputy Mayor for Planning and Economic Development (DMPED) passed over JBG's plans for 965 Florida Avenue NW. JBG wanted to bring in a Harris Teeter, something neighbors wanted, and reconnect W Street, which is part of the city's plans.
Instead, the economic development office chose another plan by MRP Realty. According to reports, they did so because MRP could offer more money. Fortunately, in the other big development news today, JBG and MRP reached a deal to work together, still bring in the Harris Teeter, and still extend W Street.
Back in November, Kennicott called the "kunsthalle" proposal a "dark horse" because it seemed less lucrative for the District. He didn't expect it to win out, given that. Levinas and team will still have to raise a lot of money, at least $10 million, to make the project work.
Others say the school should actually become a school, given the growing number of families downtown, its Metro-accessible location, and the fact that many charter schools could serve more students but can't find space. An education use might serve the public interest even more, but at much greater cost.
What do you think?
Would lifting the height limit lead to better architecture? It's not that simple, say architects. There are many people and forces, both cultural and economic, that shape the built environment, not just height.
Proponents of relaxing the height limit say that it would improve the quality of architecture, but they usually mean that new buildings will be less boxy if there's less pressure to maximize floor area. Yes, this might encourage more setbacks, deeper walls, more varied patterns, and richer textures. It might also lead to buildings that are just taller versions of the same boxes.
We asked several experienced architects to weigh in on the topic. Some oppose revisions and others support them. But they all note how aesthetics, human comfort, and building performance get trapped in between money and the law, and offer tangible ways to improve the urban environment with or without relaxed height restrictions.
Form follows finance
It may be helpful to think of a speculative office building as a machine for making money. In order to provide a very high level of service to a large amount of floor space, modern office buildings are packed with mechanical equipment and consist of highly engineered assemblies from structure to skin. We can see when money has been spent on high-quality finishes and beautiful details, but the real luxury is empty space.
Given the demand for space downtown, developers want to maximize revenue. The high rents enable them to finance the construction of multistory buildings to multiply the rentable floor area. In any location, physics, human needs, and legal restrictions constrain the design of buildings. Since you can't go beyond a certain height, there's a perverse incentive to use every square inch of the zoning envelope, an effect noted by several of the architects we asked.
Marshall Purnell notes that this pressure encourages facades with no depth. A four-inch-thick glass curtainwall assembly opens up a lot more space than a foot-thick cavity wall with insulation. Large windows can make smaller perimeter offices feel bigger. Flat and glassy looks modern, maximizes space, and carries a dubious aura of sustainability. It works well enough for owners, but produces a thin public realm.
Matt Bell of Perkins Eastman notes that the worst offenders in terms of boxiness suffer from bad proportioning and composition. Relatively modest setbacks and architectural texture, combining patterns, recesses, and different materials, can make a world of difference. The Investment Building and 1999 K Street both show how minor massing details can significantly diminish bulkiness.
Left: Photo of 1999 K Street NW from Jahn Architects. Right: Investment Building by NCinDC on Flickr.
In order for greater height to enable better architecture, it would have to change the value proposition of those architectural features. Niches reduce revenue and flexibility, so there is a disincentive to use even little recesses for office buildings. With less of a need to maximize every square inch, developers might agree to increase the facade depth and reduce setbacks. The equation for finishes and detail, which cost the same amount for each floor, would remain unchanged.
Revised limits could make for more sustainable interiors
Robert Peck, who works on office design at Gensler, notes that the height limit contributes to "unusually low ceilings" in Washington. Buildings, he argues might be more efficient with higher floors to let light penetrate deeper into the building. Light enters a window at an angle, so a ray entering higher up goes deeper, especially if it can be reflected with a light shelf.
Shalom Baranes argued a related point a few months back: greater floor-to-floor heights allow ducts to be more efficiently shaped and routed. The efficiency of ducts depends on the directness of the route and the ratio of duct surface to volume. A circular or square cross section is best. But in cramped ceilings, flattened ducts and circuitous routes require air to move at faster speeds. Not only does this waste energy, it's noisier.
Section through One Bryant Park, showing floor heights from CookFox Architects.
I'd also add that higher floor heights allow heat to move away from human bodies. Designers can further this by distributing air through the floor and returning it through the ceiling. Because the fresh air does not mix with the stale air, lower volumes of air can flow at slower speeds and warmer temperatures and still achieve the same level of thermal comfort. And there are still further techniques that can be used when ceilings are less congested.
Interestingly, these requirements suggest that building height might be better regulated by the number of floors, rather than by absolute height. The cost of higher floor heights would remove the incentive for outrageous floor heights in most cases, while reducing the pressure on building systems. Traditionalist architect Léon Krier has argued that this produces building heights that vary within certain limits, with extreme differences uncommon.
We could shape the height and density
None of the architects support unfettered height increases. Cities are more than just economic engines. Land use is deeply intertwined with transportation, community, and aesthetics, and the purpose of planning is to balance those interests to produce a thriving city. It's in the city's interest to promote a public realm that benefits citizens.
The official statement of the DC chapter of the AIA calls for "A thorough, in-depth study," of the city's height limit, arguing that "well-designed, taller structures will provide an interesting counterpoint and add visual interest and variety to the skyline." The authors, David Haresign, Mary Fitch, and Bill Bonstra, have been working with the Office of Planning and the National Capital Planning Commission to discuss ways of managing the height limit.
They argue that the rationale behind the 1910 law is outdated, so new regulations that reflect modern building standards and aesthetic needs should be the beginning of any conversation. Outside of areas with federal interest, they point out that the DC government should be the organization to determine those needs.
Even if Congress were to change the height law, it would require revising DC's Comprehensive Plan, last changed in 2006. Roger Lewis, architecture columnist for the Washington Post, echoes the DC AIA's call for detailed planning. An insistence on transparent planning, he argues, is the best way to ensure equitable outcomes for a growing city. Analysis of geographical information could enable an approach that replaces a one-size-fits-all approach with one that carefully tunes height for livability.
The city might also look for more specific ways to shape the city's architecture. David Varner of SmithGroup points out that the comparative devaluation of existing buildings could lead to premature teardowns. To prevent this, he suggests a transfer of development rights system, where property owners could sell the windfall development rights to other landowners to offset the costs.
The District could offer height in exchange for design review or mandate a set of design codes in exchange for greater height. Architect Travis Price looks to incentive zoning, allowing buildings to reach higher in exchange for architectural features. Combined with setbacks, buildings in his imagining would reach into the sky with sculptural features most analogous to the towers and setbacks of One Franklin Square, although he'd prefer to do without symmetry.
Even without a formal system of incentive zoning, the regulations could be better tailored to architectural content. The NCPC's modest revisions allow people to occupy penthouses, currently used mainly to store mechanical equipment, and at best hidden by a setback. This might encourage more exciting roof structures, adding interest to DC's skyline.
Architecture isn't determined by economics alone
Residential blocks, the other major kind of multistory building, face slightly different restrictions. Zoning is more restrictive than the height limit in most places. Revising the height limit wouldn't have an effect on the sense of the city for many years. Before any changes actually happen, there will be time to fine-tune plans and settle on an effective regulatory method. DC will never look like Manhattan.
Defenders of the Height Act accurately say that the current law has benefits, such as encouraging developers to build to the lot line. We are fortunate that the height limit discourages the shattered streetscapes of some cities. But it's a side effect of a rule that has many negative side effects, namely increased cost of living. If the city needs strong streetwalls, then those should be required. If a low roofline gets more sun to the streets, then regulation based on solar exposure would be more precise.
The height limit, as it is currently structured, is too crude of a tool to encourage the built environment most people want. Horizontally, the building regulations may permit too much, but vertically there's no flexibility. A careful revision of the height limit could resolve much of the blockishness of DC's architecture, but absent more effective guidelines, there's no guarantee the public realm will reach a higher quality with more height.
One thing the architects reiterated is that good design requires clients to desire it. As Marshall Purnell notes, his ability to realize good design depended on having the good fortune to find clients who want it. No matter how talented an architect is or how much design review there is, the quality of the environment depends ultimately on an owner's desire to contribute to the public realm.
To read the full comments of the architects, click here.
I-95 in Northern Virginia is already one of the nation's most congested corridors, and forecasts predict it will only get worse. A new study by the GMU Center for Regional Analysis lays out the difficult decisions area leaders face regarding the corridor's future land use, economy, and transportation network.
At present, the I-95 corridor in Fairfax and Prince William counties is mainly a low-density suburban area. Most residents work in DC, Arlington, or Alexandria, and existing transit such as the Blue Line and VRE only serve inside-the-Beltway locations. The area's lone major employment center is Fort Belvoir, which is spread out and has limited bus service.
Traffic volume and congestion along I-95 are already very high, and major road investments are not expected to reduce congestion. Furthermore, job growth in the region has been occurring in areas like Tysons Corner and the Dulles Corridor, which are hard to reach from the I-95 corridor, especially by transit.
Development plans along the corridor envision a series of dense urban nodes around transit in places like Springfield, Huntington, and Woodbridge. But the success of those areas depends on carefully planned, and expensive, transportation investments both within the corridor and to other areas.
The situation is already problematic
The 21-mile stretch of Interstate 95 that connects the Capital Beltway and Quantico is one of the busiest highways in the eastern United States. The most heavily traveled segment of the corridor, located just south of Old Keene Mill Road, carries an average of 231,000 vehicles per day. This count includes about 30,000 vehicles per day in the corridor's reversible express lanes and about 14,000 tractor-trailers.
Traffic volumes along the corridor tripled between 1975 and 2000, but have flattened out since then. That's due to the expansion of transit and, more recently, the rerouting of through traffic around the "Mixing Bowl" interchange in Springfield.
Transit ridership in the corridor has increased dramatically over the past 15 years, with the average number of daily boardings on the Virginia Railway Express (VRE) tripling and the number of boardings at the Franconia-Springfield Metro station increasing by 48 percent. The corridor also contains more than 15 express commuter bus routes that connect it to the Pentagon, downtown Washington, and Tysons Corner. In total, about 27,000 transit riders per day make use of these rail or bus options to travel to work each day.
Surveys by transit operators show that the majority of these riders work for the federal government and routinely commute by transit four or five days every week. These transit options are becoming increasingly congested: VRE reports that its trains operate at as much as 20 percent over capacity during peak times.
Increased traffic in the corridor has been a function of commuting patterns. Since 1990, the number of people who live in Fairfax or Prince William and work in DC, Arlington, or Alexandria has remained flat, while the number who work in other locations increased by more than 100,000 people.
Nearly all existing transit in the I-95 corridor serves employment hubs located inside the Beltway, so few options exist for these commuters. Traffic has also increased due to additional commuting activity from Stafford, Fredericksburg, and points south.
Lots of growth, little land
The areas of Fairfax and Prince William around I-95 are primarily residential: the Metropolitan Washington Council of Governments (MWCOG) reports that the corridor contained 566,000 residents and 187,000 jobs in 2010. Most corridor residents live in low-density, single-family areas, and there is little undeveloped land remaining in the area. MWCOG forecasts that the corridor will add another 126,000 residents and 85,000 jobs by 2030. Where will they go?
A look at the Comprehensive Plans for the two counties provides some clarity. Each county has designated a small number of areas located directly along I-95 and/or around transit stations for mixed-use development.
Fairfax anticipates high-intensity residential and commercial development around the Huntington and Franconia-Springfield Metro stations. Meanwhile, Prince William is planning intensive growth around the Woodbridge VRE station and a potential future VRE station at Potomac Shores, north of Quantico.
But the county also wants growth at the more auto-dependent Parkway Employment Center, north of Potomac Mills, and Neabsco Mills, south of Woodbridge along Route 1. Since VRE has no immediate plans to expand service on the Fredericksburg Line, additional growth in these areas would further strain the already-crowded system.
Investment in roads and highways isn't enough
The Virginia Department of Transportation (VDOT) is in the midst of completing a slate of "megaprojects" in the corridor. Two of these are already in place: the widening of I-95 between Route 123 and the Fairfax County Parkway, and the completion of the last segment of the Fairfax County Parkway, encompassing a network of new roads, interchanges, and trails around the Fort Belvoir North Area.
VDOT reports that these new facilities have slightly reduced congestion in this segment of the corridor. But these investments have not reduced congestion in adjacent areas and may have even worsened it by allowing more vehicles to enter and exit the highway.
VDOT's most ambitious project in the corridor is a $1 billion expansion of the I-95 express lanes. This project will extend the express lanes nine miles into Stafford County, add a third lane north of Prince William Parkway, and connect the express lanes with the I-495 express lanes. It will also convert the express lanes from HOV to high-occupancy toll (HOT) lanes from Stafford County to Edsall Road, just inside the Beltway. The express lanes will remain as HOV-3 lanes along I-395 north of Edsall Road.
The express lanes project will unquestionably add highway capacity, but will it actually reduce congestion? A serious concern is that converting the existing HOV lanes to HOT lanes will very likely reduce carpooling activity, as people driving alone will be able to pay to use the express lanes. A reduction in carpooling translates to needing more vehicles to move the same number of people, contributing to additional congestion.
VDOT's own Environmental Assessment of the I-95 express lanes concluded that, while the project would improve the overall situation, several currently failing road segments would remain at failing levels. It further concluded that, after completion, the merge areas at the northern and southern ends of the HOT lanes would still operate at failing levels.
Clearly, even this billion-dollar project will not solve the traffic woes faced by I-95 corridor commuters. Additionally, this project is primarily aimed at moving commuters through the corridor, and does not address the need to better connect the emerging urban nodes in the two counties to each other or to the surrounding region.
So what can be done?
To their credit, both Fairfax and Prince William counties have committed to focusing future development around existing infrastructure. However, successfully clustering new development in this manner will create a complex set of challenges.
Improving transit connections to far-flung employment centers can reduce traffic. Photo by Elvert Barnes on Flickr.
The counties will need to provide transit that serves private-sector workers, particularly those with irregular hours and/or in dispersed locations. They will also have to improve access to existing and planned transit hubs from nearby neighborhoods and employment centers.
It's also necessary to attract the high-paying office jobs that planned suburban employment nodes will need, and to provide housing that matches up with those jobs' earning potential to allow for shorter commutes.
Once those jobs are in place, Fairfax and Prince William need to create new incentives to encourage carpooling, and to add capacity to the I-95 corridor's already strained and crowded transit systems. The counties will also have to work regionally to help address transportation problems that originate elsewhere but affect the corridor.
Continued congestion of highways, roads, and transit in the I-95 corridor threatens its prosperity. Public and private sector leaders at both local and regional levels will need to understand and address the above issues in order to achieve their bold visions for future development.
Plans to redevelop a large swath of land along Martin Luther King Jr. Avenue SE in Anacostia are finally moving forward after a 5-year delay.
A plan to develop multiple parcels along Martin Luther King Jr. Avenue SE in Anacostia is moving forward. Photos by the author.
Developer Four Points LLC seeks to replace 5 blocks of surface parking, vacant lots and industrial buildings with new homes, shops and offices, including space for several DC government agencies. Meanwhile, DC is preparing other nearby lots for additional redevelopment.
If Four Points' plans are approved by the Zoning Commission, the neighborhood could see nearly 500 new homes, 144,000 square feet of retail, and 900,000 square feet of office space. The developer has already had public hearings for the project, said principal Stan Voudrie earlier this month. Next, they'll submit designs for each individual building for neighborhood groups to review. Since the development falls outside of the boundaries of the Anacostia Historic District, it will not need approval from the Historic Preservation Review Board.
The project's first phase will be to renovate the former Metropolitan Police Department evidence warehouse, located at 2235 Shannon Place SE. In the coming months, construction will transform it from a "white brick building to a building that is wrapped in glass," according to Voudrie.
When completed, it will house the DC Taxicab Commission, the DC Lottery and the District Department of Transportation's Business Opportunity and Workforce Development Center, according to the Washington Business Journal.
DHCD readying "Big K" lot for future development
Meanwhile, the DC Department of Housing and Community Development is preparing land for future development. In 2010, the agency acquired 4 properties across Martin Luther King Jr. Avenue from Four Points' site, including 3 historic homes and a former liquor store, which together are known as the "Big K" lot.
While the 19th-century home at 2228 MLK Jr. Avenue has been demolished, the other 2 homes, within the boundaries of the Anacostia Historic District, have been stabilized.
To make room for new construction, DHCD bought several properties at the corner of Maple View Place SE and High Street SE, 3 blocks away. Today, it's a cluster of 4 brick abandominiums that have sat vacant for more than a decade. Tax records show that the agency paid $918,000 for the properties in April 2012.
According to Mayor Gray and others familiar with the ongoing development process, the plan is to relocate the remaining historic houses to a nearby lot. It looks like the city will tear down the abandominiums on High Street and move the "Big K" houses there.
"I suspect the [High Street SE] structures will go down very shortly," a city official familiar with the application said. "The District's DHCD office seems interested in moving quickly on this project."
Last week, DHCD submitted an application to raze the structures to the DC Historic Preservation Office.
Meanwhile, DHCD is planning to dispose of the "Big K" lot within 18 months, according to a presentation Denise L. Johnson, project manager of the site for the Department of Housing and Community Development, gave in March. Chapman Development LLC, which developed The Grays, an apartment building on the 2300 block of Pennsylvania Avenue SE, was the only qualified applicant who responded to last fall's request for proposals to redevelop the property.
In the coming years, something in Anacostia will have to give and redevelopment will begin. The potential development of the "Big K" lot and Four Points' proposed new office, residential, and commercial space on Martin Luther King Jr. Avenue SE will test the market.
"We have arrived," said resident Reverend Oliver "OJ" Johnson upon hearing of Voudrie's plans at last month's meeting of the Historic Anacostia Block Association. Johnson has lived in Anacostia for 60 years and is known for his decades of activism, from opposing a concentration of drug clinics locating in the neighborhood and advocating for economic development.
"I want to thank those who have always believed in this neighborhood and welcome those who are now pitching their tents here," he said. "We will continue to work and fight together."
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