Posts about Stadiums

The FBI requires 55 acres surrounded by a large security "moat," which makes it impossible to locate downtown and undesirable in most any DC neighborhood. Prince George's and Fairfax counties are both vying to make one of their Metro stations the future home for the FBI.

As the map above shows, Pepco's main parcel (outlined in black) covers approximately 80 acres. There is plenty of space here for a new FBI headquarters. This could be an option if DC truly wanted to fight to keep the FBI here.

There would be other obstacles, though. A Senate committee required that the GSA place the FBI within 2½ miles of the Beltway, and within 2 miles of a Metro station. The Pepco site is less than ½ mile from the Minnesota Avenue Metro, but more than 5 miles from the Beltway. It is, however, adjacent to a freeway that directly connects to the Beltway in two places, but Congress would need to amend the requirement to make the Pepco site eligible.

FedEx Field, the current home of the Redskins, and its adjacent parking lots encompass approximately 160 acres. A National Park Service maintenance facility and land used as a trash-transfer station lie immediately north of the power plant. These could be combined with the plant site, creating a 90-acre parcel (outlined in red).

While this is significantly smaller than the area currently used by the Redskins, it's not much smaller than the approximately 95 acres of RFK Stadium and its adjacent parking lots, which the Redskins used for decades (when the team actually won multiple championships). Plus, a new stadium could take up less space by replacing the massive asphalt deserts that surround RFK and FedEx Field with more compact parking decks while still leaving some surface space for tailgating.

The west facade of the power plant. Imagine incorporating this into a new stadium; would you be ready to watch football at "The Powerplant"? Image from Google Maps.

The Pepco plant abuts a freeway, two Metrorail lines, a major street that provides direct access to downtown, and eventually, a streetcar line which will run along that street. Bicycle infrastructure in the form of trails and Capital Bikeshare stations are being added adjacent to the site; the Anacostia River trails are already close by. An infill Metrorail station could be built at the western end of the parcel, serving a stadium or a headquarters building as well as the River Terrace neighborhood to the south.

A serious obstacle with this site is that building anything first requires environmental remediation. While that might delay any construction there, Pepco and the District Department of the Environment have reached a preliminary agreement on site cleanup (more here and here (PDFs)). Planning for an actual use for the site could help make cleanup a higher priority for all parties involved.

A football stadium or FBI headquarters building would not foster good urbanism, but this site is already cut off from the neighborhoods to the east by the freeway, while the highway-like Benning Road and the Metrorail tracks form a formidable barrier to the south. Parkside, the neighborhood to the north, is not yet fully developed, and the Anacostia River lies directly to the west.

Administration officials are actively negotiating with the Redskins about putting a practice facility at Reservation 13, on the western side of the Anacostia. Unlike the Pepco site, this area can directly connect to the adjacent neighborhood if DC extends the street grid, as is planned.

If the District's leadership continues to insist on bringing the Redskins back, the Pepco would make more sense in the long run than Reservation 13. If they believe we shouldn't let the FBI walk away from DC, this could be a location worth looking into. In addition, there could be many other uses for this site, from adaptive reuse of the plant itself, to light industry (perhaps renewable energy generation?), a unique mixed-use neighborhood, or expanded parkland.

The District shouldn't wait to seriously plan for the reuse of this valuable piece of riverfront property, but will city leaders be able to pursue a use that's creative?

The Mayor's Office is continuing to negotiate with Dan Snyder and the Washington Redskins to build a training facility at Reservation 13. Until the outcome of the negotiations is determined, any development plans for Reservation 13 remain on hold.

Commissioners strongly pushed back that the community must be involved in the decision about a training facility on the site and expressed frustration that the Mayor is not seeking feedback from residents. Deputy Mayor Hoskins said that his office is not involved in the negotiations. ...

The Deputy Mayor said his office should know whether the city will pursue a training facility or continue with the current development plans in 30 days. If plans for a training facility do not move forward, he said that the city would return to development plans approved by the community. ... The Deputy Mayor also said that any training facility proposal would have to be consistent with the zoning for the site. ...

All 9 Commissioners, representing Wards 6 & 7, agreed that Mayor Gray needs to come out to the community and explain how a potential training facility fits into the master development plan agreed to by residents.

Dan Snyder could build all of this entirely with his own money, in this very urban way. But does anyone seriously believe that is possible? This is the guy who tried to charge people just to walk into his stadium instead of paying huge parking fees. Would he actually want to design practice fields that fit into a good neighborhood landscape when he has a perfectly good, entirely private facility in Ashburn?

Maybe if the District built the whole thing and gave it to him for free, he'd accept the deal, but it would be a terrible bargain for taxpayers. If he paid money for it, why would he want to spend extra money just to essentially make the facility invisible and unobtrusive?

Certain city leaders seem to believe that bringing the Redskins to DC is worth virtually any cost simply for the civic pride involved in having an NFL team inside one's borders. We know Jack Evans has a massive blind spot for organized sports. He abhors spending government money on anything except sports facilities, where the sky's the limit. We know that Michael Brown doesn't know any better. We should expect better from Mayor Gray.

Correction: The original version of this article had a sentence about criticism of DMPED. However, since Hoskins said the negotiations are not coming from his office, this is not relevant. The sentence has been deleted.

The site in question would require no new roads or infrastructure to be specially built. That part of campus is tucked away from the academic uses and is currently used for parking and varsity/club athletics. It already has the infrastructure in place for large events. DCU could market using the Green Line, much like the Nats Stadium does, although some fans will want to drive if they're coming from far away.

The site is about a 20 minute walk from the Green Line but will be less than 10 minutes from the future Purple Line stations at East Campus and Campus Center. (The University currently runs free shuttles to and from the Metro all day every day.) It is also right next to the Paint Branch Trail bike path.

There also are some new apartments with ground-floor retail on Route 1 behind the stadium site, which are on the way from the Metro. Those new buildings have restaurants and pubs in them that are certain to enjoy greater patronage from future soccer fans on the way to and from the game.

Attendance for UMD soccer is currently over the capacity of Ludwig Field, its current facility. They now draw up to 8,000 spectators. After multiple expansions to temporary seating structures, Ludwig's capacity is about 7,000. During my time as an undergraduate, I heard about how University of Maryland Athletics was dreaming of having a true soccer facility so they could host games and make revenue from prestigious events such as the ACC championship and the NCAA Final Four. However, those prestigious events require that their host facilities have an enclosed press box and locker rooms. Unfortunately, Ludwig Field has neither.

Currently, University of Maryland Athletics is running a deficit. Therefore, they can't fund new facilities in the Master Plan. University of Maryland Athletics also wants new revenues to fund their operations. Meanwhile, DC United has been offering to fund the construction of a new stadium for over 10 years. They have sought a public-private partnership that involves the local or state government issuing low-interest municipal bonds that the team would be in charge of paying.

The lower municipal interest rate versus the higher private interest rate is the difference between tens or hundreds of millions of dollars over the life of the bond. The Maryland Stadium Authority was set up to mange such projects; as result, they bring in revenue to the government and are funded through fees from events at the facility rather than through taxpayer money. (It was also founded in response to Baltimore's heartbreak over losing the Colts in the 1980's because of a situation that was very similar to United's.)

Under such a public-private partnership between DC United and UMD, the University would get a new facility that's on its Campus Master Plan at no cost to their budget. They would get new revenue streams by hosting ACC and NCAA events, along with revenue from DC United events, according to the terms of embracing construction on the University of Maryland campus. Finally, they would have a beautiful new stadium to better attract and accommodate more fans for their own soccer teams than their present facility can hold.

The more events a stadium hosts, the more revenue it brings in for all stakeholders. In addition to more revenue from hosting college sporting events, UMD and DCU would make revenue per the terms of their agreement for 60 additional events a year. As I wrote back in January:

Between its Major League Soccer regular season games, U.S. Open Cup, CONCACAF (North American) Championships, and friendlies, DC United holds approximately 30 games during the season. Other events would want to use the facility too, such as the U.S. National Men's and Women's soccer teams, concerts, college sports, other pro sports, etc. 60 events a year is a reasonable estimate. The schedule for the Los Angeles Galaxy's soccer stadium, the Home Depot Center, illustrates the diversity of events held.

The solution to two separate problems often rests with the two parties working together. DC United has been looking to fund building a 20,000 seat soccer stadium for over a decade. The University of Maryland has wanted a new soccer stadium for almost as long, as expressed in the Campus Master Plan, and they currently lack the funds to build it themselves even though their own soccer team has outgrown its present facility.

DC United is in the eleventh hour of getting out of a bad stadium arrangement that threatens their very existence. The land and infrastructure at UMD is already in place. The Maryland Stadium Authority brings professional stadium project management to the table. Both parties have exactly what the other wants and a 20,000 seat soccer stadium will bring in revenue for all at no taxpayer expense. It's also a smart growth project, located close to existing Metro infrastructure, the future Purple Line (boosting ridership projections and making the project even more competitive for Federal funding), existing parking, and existing road infrastructure that already handle accommodate large sporting events.

Bonus: there'd be no argument over the stadium color scheme.

Disclosure: I'm a member of the Barra Brava, an iconic independent DC United supporters' group. I am also a University of Maryland alum and a member of the Alumni Association.

Not only would spending any taxpayer money on this scheme be extremely foolish, it's a bad idea even if the Redskins bought the land at market value and financed everything themselves, which they surely don't actually plan to do. In fact, having any Redskins facilities or stadium anywhere inside the District would be harmful to its future.

As DeBonis notes, Hill East, aka Reservation 13, is slated to become a mixed-use community with access to Metro on one side and the river on the other. Progress has been stalled due to the economy, but the economy will pick up, and the District needs to be thinking long term.

A practice facility occupies an enormous amount of land but employs or houses very few people. DC needs more taxpaying residents and more jobs, not big practice fields, weight rooms, and gyms for a small number of athletes. Maybe a couple rich ones will live in DC and bring their taxes, but how many really might? If they want to live in an urban area, they already can live here; if they don't, they won't anyway.

DeBonis suggests using some of the huge parking lots, which sit on federal land designated exclusively for recreation. But even this is a bad use of space. We could build playing fields for our residents and schools instead. There's already a skate park going into this area; suggestions from a recent Capital Business forum included adding a velodrome or rock climbing.

It's also worth thinking about the long term. Some of this land should become an extension of Capitol Hill, and 20 years from now, the feds might be willing to accommodate that. A 2006 NCPC study looked at the site, and suggested some mixed-use development and waterfront parks, along with sites for those memorials and museums every interest group wants to build these days.

DC's competitive advantage (and Arlington's) compared to the suburbs is that living in those jurisdictions is much more convenient. Most jobs are in DC and Arlington, and being central, they're mathematically closer to jobs in other jurisdictions than living anywhere else.

Transportation options are more numerous; there are more Metro lines, more bus options, and you're much more likely to be able to bike or even walk to work. More retail is within a short walk or bike or transit ride.

On the other hand, land is scarce; DC only has 68.3 square miles (and Arlington 26). Therefore, DC's best strategy is to use its limited space to attract as many residents and taxpaying jobs (not government and nonprofits) as it can. Football does neither of these.

Football teams only play in their stadiums 8 regular home games per year. Add a few other events, and it's still empty almost all the time. But when it's full, huge numbers of people come at once, and many will drive, requiring massive parking surrounding the stadium. Plus, football has a strong tailgating tradition, meaning people want those parking lots.

Dan Snyder, the Redskins owner, also makes a lot of money from that parking. He makes so much that he tried to charge people an extra fee to get into the stadium if they don't park, but rather walk in or come by shuttle from Metro. And he filed a high-profile nuisance lawsuit against one of DC's most valuable media organizations. So why are any DC leaders spending time on accommodating the Redskins?

Soccer, on the other hand, frequently uses urban stadiums worldwide that don't need much or even any parking. A DC stadium could be quite urban in its form. It hosts more games than football, though still far fewer than a baseball stadium or basketball/hockey/concert arena.

Advocates for a deal to keep United in DC say a soccer stadium will bring in economic development around the site, especially if it's at Buzzard Point, where 2 streetcar lines are planned to terminate. It'd be great to have United there, though the District still shouldn't spend any appreciable public dollars on it.

Mayor Gray tweeted, "We value DC United & hope they stay in DC. But District is in a challenging fiscal environment now & publicly funded stadium not possible." Gray (or his media team) emphasized in follow-ups that "no public $ has been expended on Redskins either," and, "Once again, we've put nothing on the table for Redskins."

Gray should hold that line and never offer anything to the Redskins. We can be sure that Evans and probably Michael Brown would love to, though. Evans even claims to be maniacally focused on keeping the District's budget lean, but has a giant blind spot when it comes to giving money to organized sports (or, for that matter, almost any development project, though at least those purport to bring in more tax revenue than the tax break is worth).

DC residents are better off with the Redskins in Prince George's County than inside the District borders. As this year's Council campaign heats up, voters should ask candidates if they believe in spending any public money on football, and be very wary of any candidate who says yes.

A railroad runs directly behind the football stadium, which got university administrators thinking. Working with Iowa Northern Railway, the University proposed running a train from satellite parking areas to the football stadium on game days.

Iowa Northern thought it was a great idea, and the Hawkeye Express was born.

In the beginning, they leased equipment from Colorado's Ski Train. For the third season, they purchased a former Amtrak locomtove and 6 bi-level former commuter cars from Chicago's Metra, now painted in Hawkeye black and gold. The train, while owned by Iowa Northern, operates over tracks owned by Iowa Interstate Railroad (whose chairman, Henry Posner III, is a prominent passenger train advocate).

The train takes 8 minutes to get from the parking areas in Coralville to the stadium and costs fans $10. It has operated for seven seasons of Iowa football.

No other university uses special trains just for football games. But it's certainly not the only university where fans can ride a train to the game. The University of Pennsylvania's stadium is just steps from the SEPTA Regional Rail station at University City. Georgia Tech's Grant Field is just a few blocks from the MARTA subway. And these aren't the only examples.

In the past, many university stadiums were served by special trains from near and far. For many at the University of Iowa, this service hearkens back to the days when Rock Island trains brought fans from as far away as Chicago.

For most, it's just a way to avoid parking problems and congestion. And, as the film shows, it's also a fun way to go.

Map H took a generally clean approach with thin lines and solved the multiple-line problem by using individual small white circles on each line separately. But H is most notable for including the Purple Line from Bethesda to New Carrollton.

The jury awarded H an honorable mention for its overall look, but split on whether it was a good idea to include the Purple Line. They liked the clean look and the way it labels key monuments, versus the unlabeled icons of the current map. However, they felt the lines might be too thin, and station names too small. Also, they said that in the past, the white circle has denoted unopened stations, clashing with this map's approach.

Map F, by David Thorsley. Click for full version.

Map F takes the thinner lines of the Wikipedia map but uses a somewhat more angular layout. There are several items in F that don't appear in the current map. All labels appear in both English and Spanish. For speakers of other languages, a QR code, or 2-dimensional barcode, in the corner would lead to other translations and text next to the barcode in all of those languages instructs speakers to scan the code.

F also supplements the current Mall icons with additional icons: The Verizon logo for the downtown arena, a curly W for the Nationals ballpark, the letters RFK for the stadium, the GW and GMU logos for their stadiums, Smithsonian suns for the various museums, and the Wolf Trap logo. The jurors specifically praised F for showing attractions beyond just those on the Mall.

Map J, by Nikolas Marosfalvy. Click for full version.

Map J adopted several of the same ideas. Along with commuter rail lines, it shows the planned Purple Line. Baseball, soccer and football icons show those major sports stadiums. In addition, instead of just containing a parking icon for stations with parking, Map J includes the number of spaces.

Many maps show airport buses, but Map J also shows the expected amount of time and the fare. It shows how the 5A takes 40 minutes from Rosslyn compared to 20 minutes from West Falls Church for the Washington Flyer, and that the Flyer costs more. This is potentially quite useful information for someone trying to choose among the routes or unsure what's involved in an airport bus.