Posts about Suburban Sensibility
A suburban-style building is about to go up in the shadow of smart-growth development at the Rhode Island Avenue Metro station.
While construction has begun on Rhode Island Station, an mixed-use infill development that is replacing the former parking lot at the Metro station, a smaller, adjacent development has not received much attention.
In the parking lot of Rhode Island Place, a large strip mall that was plopped down on top of what used to be a city impoundment lot (and a cemetery before that), TD Bank is about to begin construction on a new branch. This was first reported by a commenter on the Rhode Island Ave NE Insider blog in March, but was not widely circulated.
On the one hand, this land is a completely unused piece of asphalt. Look at the map here A sidewalk to the Metro station runs alongside this site. When the bank is completed, there will be more complex traffic movements at the point where the sidewalk meets the parking lot. It will be worth paying attention to pedestrian safety at this location when the construction is finished.
It's somewhat ironic that, while we are encouraging transit-oriented development on the old WMATA parking lot next door, we're moving further away from that goal at Rhode Island Place.
A sidewalk to the Metro station runs alongside this site. When the bank is completed, there will be more complex traffic movements at the point where the sidewalk meets the parking lot. It will be worth paying attention to pedestrian safety at this location when the construction is finished.
It's somewhat ironic that, while we are encouraging transit-oriented development on the old WMATA parking lot next door, we're moving further away from that goal at Rhode Island Place.
The University of Maryland plans to close the central Campus Drive to nearly all traffic this summer, including Metrobus and almost all student shuttle bus routes. This will diminish student access to transit and seems designed to strengthen the UMD administration's efforts against a Purple Line through the center of campus.
The closure follows the 2001-2020 Facilities Master Plan, last updated in 2007, which calls for creating a more pedestrian-focused central campus core. That plan only allows a single internal circulating shuttle on Campus Drive.
All other shuttles and transit vehicles would be relegated to the edges of campus along with private cars, and forcing many students to transfer to reach the Metro or other destinations outside campus.
According to the MTA, 750 transit vehicles use Campus Drive between 6 am and 7 pm on a typical school day, compared to 5,500 private cars, mostly containing only a single passenger. The University could still make Campus Drive a mostly pedestrian-centered area without banning transit vehicles. Meanwhile, Shuttle UM ridership has soared as the University builds more off-campus student housing connected to the campus by shuttles.
One transit route that is planned to run on Campus Drive is the Purple Line, connecting UMD to the Metro, New Carrollton, Silver Spring and Bethesda, and finally connecting the campus to surrounding areas in ways that were missed when UMD and College Park pushed for a Metro alignment along the railroad tracks instead of along US-1.
Student Government Association (SGA) Director of Environmental Affairs Joanna Calabrese wrote,
I strongly believe that students will react negatively to this current plan. The Stamp [Student Union] is a central transit hub and a primary destination of students and visitors. Denying transit access to the such a central place would make it difficult for visitors, staff, students, and faculty to reach a prime campus destination and would unnecessarily complicate area transit routes.The administration has been fighting this for years, citing concerns that the trains would harm sensitive experiments in the basements of the bio-sciences, physics, and engineering buildings that are on Campus Drive. This does not hold up to even the most basic logic test. Cars and buses have been running on Campus Drive for decades. Meanwhile, the University of Maryland has become a world-class research institution during that time.
Including transit vehicles in the Campus Drive access restriction plan runs counter to goals established in the Master Plan (and Climate Action Plan) to encourage alternative transportation use. Students are supportive of restricting private vehicle access from Campus Drive. However, the idea of eliminating transit vehicle access to campus drive poses unnecessary inconvenience, decreases transit access, and would appear to many students as nonsensical.
As a UMD alum (B.S. Physics, 2003) I implore the University of Maryland to listen to the Student Government Association and to also come clean about why they oppose the Campus Drive alignment. The administration is not doing the University any favors in the present or the future by their actions.
8. WHEREAS, the University of Maryland does not currently support the campus drive alignment because of concerns of electromagnetic interference which could potentially affect delicate research equipment in buildings close to Campus Drive; and,When I was a freshman, I lived in the dorms on North Campus. The College Park Metro Station is a 25-30 minute walk from my old dorm. I learned that if I could get to the Metro, I would be able to explore the region. (I didn't grow up in the area and didn't even know what a subway system was when I first moved in.)
9. WHEREAS, concerns of electromagnetic disturbance to delicate research equipment has been debunked by researchers and experts; and,
10. WHEREAS, the University of Maryland has proposed an alternative route alignment which adds an eighty million dollar tunnel to run underneath of Preinkert Field House; and,
11. WHEREAS, the Maryland Transportation Authority has stated the University proposed alternative alignment as unserviceable; ...
13. WHEREAS, the success of the Purple Line rests on federal funding; and,
14. WHEREAS, the allocation of federal funding is threatened by the University of Maryland's stance against the Campus Drive alignment for the Purple Line;
I found out that one of the buses that stops in front of the Stamp Student Union on Campus Drive is a shuttle that goes to the Metro. I walked over to the Student Union, caught the bus to the Metro, and later that day walked around a major city unsupervised for the first time in my life.
I was hardly the only one to use those buses. The bus stops in front of the Student Union are the main transit hub on campus. Multiple bus services including ShuttleUM, WMATA, and TheBus stop there. It's how transit-oriented students and staff arrive on campus.
However, the UMD administration now intends to close Campus Drive to all motorized vehicles, including personal cars, buses, and a future Purple Line. Such an action will immediately create a tremendous inconvenience to the large portion of students, faculty and staff who ride buses to campus. It would require rerouting buses to streets that are not well-equipped to handle them. It would require transit-oriented students, faculty, and staff to walk much farther to reach classroom buildings, most of which are clustered near the Stamp Student Union.
The administration doesn't like anything that looks or feels urban. They view the campus as suburban or even rural. They largely live a car-dependent lifestyle and have never lived a student life on the campus. They don't understand what it's like to have so many amenities just out of reach due to poor connectivity with the regional transit network.
They don't get what it's like to take the Metro to a campus whose Metro station is a 25 minute walk from most classrooms. They don't get how much more accessible the University of Maryland is because its main bus stops are located in the heart of campus, convenient to most classrooms. They also don't get that the Purple Line is a fantastic chance to rectify the huge mistake made in the original Green Line routing; they probably don't even think that original routing was a mistake.
The UMD Climate Action Plan identifies the Purple Line as a key strategy for attaining carbon neutrality by 2050. Sadly, when it comes to the Purple Line, sustainability and student satisfaction don't trump suburban sensibility.
Instead of condominiums, Fairfax City is poised to move forward with a suburban townhouse development in Old Town. Residential development on the lot formerly occupied by the city library has long been part of Fairfax's plans for a lively downtown with more feet on the street outside lunch hour. Walnut Street Development had received approval to build 80 condominium units, but then backed out as the condo market soured. In April 2009 the city issued a new Request for Proposals for the site. RFP guidelines included a minimum size of 2,500 square feet per residential unit and minimum parking of 2-2.33 spaces per unit.
Downtown Fairfax doesn't need more of this.
The winning development proposal did a good job of fitting within the framework of the RFP. "Madison Mews" will put 26 homes and 64 parking spaces on the lot, a major downscaling of the original plan. Instead of connecting pedestrians and bicyclists to downtown Fairfax, the development will dead-end and have only one entry and exit point on the opposite end. It's designed to make it easy for residents to drive out of downtown and get on I-66. It doesn't encourage residents to walk or bicycle to Old Town destinations, even though they will be a five-minute walk away.
Several people at the Tuesday meeting expressed dismay with the plan. "If you want to keep downtown sick, this is the way to kill it," one resident remarked. To survive and thrive, local businesses need more residents who are looking for a more urban environment, one local landowner observed. "The density is grossly inadequate to revitalize downtown."
Unfortunately, the proposal fits within current zoning. The next step is a site plan. The city could at least incrementally improve the project by requiring the developer to provide pedestrian and bicycle access on the southern edge of the development facing downtown.
During the 1960s and '70s, eastern Montgomery County experienced a high-rise building boom, with apartment towers sprouting up as far north as Burtonsville. A rough count shows there are over forty apartment buildings with more than eight stories in East County outside of Downtown Silver Spring, many of which are clustered in White Oak, Leisure World and along University Boulevard.
Today, these buildings designed for young professionals and small families fleeing the city are showing their age at a time when everyone's moving back downtown. Not only that, but forty-year-old high-rises aren't very energy-efficient. In Toronto, Canada, which has over a thousand such buildings, Mayor David Miller has launched a project to bring them into the twenty-first century.
Dense but often surrounded by generous lawns, these "towers in the park" can be isolating for their residents. Entire neighborhoods filled with these buildings and lower-density garden-style apartments are too diffuse (and often too poorly connected) to provide easy access to shopping and transit.
The Mayor's Tower Renewal initiative has two goals. First, make the buildings "green" with extra insulation and replacing obsolete materials. And second, to find new uses for the land around the buildings, whether it's as public parkland, vegetable gardens, or for amenities like rec centers, shops and restaurants, or even offices. This is how architect Graeme Stewart, who began developing this concept as a grad student at the University of Toronto, describes it:
Right now neighborhoods offer residential density, but they're employment and service deserts. The idea that to solve it, you would add more density seems sort of strangeThis seems like a proposal ready-made for East County's apartment towers. "Filling in the gaps" between high-rises would provide extra income for landlords and developers; reduce car trips by locating amenities where people already live; offer places for kids to hang out; and provide space for small businesses to locate (not unlike my "shop-house" proposal last year), generating jobs in a community that definitely needs them.
— and I think that's going to be the biggest point of contention to the neighboring areas — but at the same time, during early engagement with the communities, people are saying, "I'd like a grocery store," "I'd like to be able to open up a small business." It almost seems like a no-brainer. The fact that these neighborhoods have been ignored and stayed the same for so long is actually what's weird about them.
The above Census map depicts the average household income in White Oak by color, with darker green representing wealthier areas. It shows that residents of the Enclave and White Oak Towers, two 1960's-era high-rise buildings, are poorer than their counterparts in surrounding single-family neighborhoods. They are wealthier than people living in White Oak's more affordable garden-style buildings, but this may be because high-rise apartments are more expensive to maintain and thus charge higher rents.
Places like White Oak and Briggs Chaney have been maligned for creating congestion and "demographic shifts" in East County, while their residents are isolated from the larger community and even from people living in the next apartment complex. Tower Renewal, or whatever you'd like to call it, could transform areas like White Oak and Briggs Chaney into vibrant neighborhoods and "town centers."
We're already seeing elements of Tower Renewal in this area. Lofts 590, a new building in Crystal City, returned low-rise scale to a '60s-era complex of apartment towers in a park. And in Briggs Chaney, townhouses were built around the Waterford Tower on Castle Boulevard, giving existing residents an opportunity to "move up" into larger housing without leaving the neighborhood.
Neither of these projects go quite far as what's being proposed in Toronto. They're still isolated from the community and do nothing to address the issues of accessibility and energy use. Still, they show that developers and neighborhoods alike are open to the possibilities of recycling the "tower in the park."
The draft for the new Wheaton Sector Plan currently includes provisions to build a new library in downtown Wheaton. The new library would replace the current Wheaton library which, oddly, is not in downtown Wheaton.
Rather, it is north of downtown Wheaton, on the corner of Arcola Avenue and Georgia Avenue. Though the current library is a fifteen minute walk north of the Wheaton Metro, its pedestrian-hostile configuration and pedestrian-hostile place discourage walking.
Moving the library to a more transit-rich, centrally located site in downtown Wheaton would both improve the accessibility of the library and the social and economic vitality of the existing walkable urban downtown. The other walkable urban downtowns in Montgomery County such as Bethesda, Silver Spring, Rockville, and Takoma Park have libraries at their walkable centers.
Nevertheless, a number of "don't move the library" signs have started appearing in Wheaton. Why would they want to save it?
The current Wheaton library is very suburban and hostile to pedestrians. It's not in downtown Wheaton. It's past where the walkable urban town ends and becomes car-dependent suburbia. The cars travel faster on Georgia Avenue there than in Wheaton proper. It's really hard to cross Georgia Avenue at Arcola Avenue.
The main entrance opens up to the parking lot, which is behind the building, away from the sidewalk. The secondary entrance does not open up to the narrow sidewalk on Georgia Avenue. Rather, it is behind some bushes and a drop-off and pick-up driveway for cars. It was constructed in 1962, remodeled in 1985, and designed to be by the car, of the car, and for the car, like most buildings built during those time periods.
The "Save Wheaton Library" website says:
The Library as currently situated is easily, safely, and pleasantly accessible by foot and public transportation to thousands of residents in its surrounding neighborhoods.However, before making this assertion, it points out another feature of the current library:
Parking at the Wheaton Library's present site is ample, free, and there are no complications about misuse (as is the case in other CBDs).This argument reveals why the authors of this website like the current library. It has ample, free parking. Lots of it. Too much of it. So much that it makes it hostile to pedestrians, like many other car-dependent places. (Plus, the current library is not actually in the CBD.)
Just like most other anti-campaigns, this one is merely about preserving the status quo. Somehow, I doubt that the small handful of my neighbors with signs on their front lawns have ever walked to the library. I live on the northern side of downtown Wheaton, really close to the library. I don't ever use it because I hate walking there. In fact, I've only used it in the past six months to pick up tax forms. That's because it's so much safer and more interesting to walk in a town environment with where I can run multiple errands, the blocks are short, and the cars drive at 25 miles per hour.
In order for Wheaton to live up to its potential as a vibrant economic and cultural center, it needs a mix of uses. Its current zoning allows single story, single-use retail, without parking minimums. Earlier this decade, new townhouses were built on the periphery of the downtown. More recently, new apartments opened up on top of the Metro. But downtown Wheaton still lacks a center of public life. A library would create that activity center, increasing foot traffic, the customer base for the small businesses in the downtown, and safety by putting more eyes on the street.
The opponents also list safety as one of their reasons to oppose a downtown library:
Security [would be a perceived] big issue. Many felt they would not feel comfortable leaving their children at the downtown location. Many feel the open parking lot at the present library is safer than a covered structure that would be downtown (especially for women). Also, school buses use the present library to drop children off from school. Many parents expressed concern about dropping their children off at a downtown library.A downtown library would improve safety in its area, not reduce it. Yet this argument seems to stem from a classic suburban perception of safety: walkable is unsafe while car-dependent is safe. The truth is, of course, far more nuanced. In our region, there are a whole range of crime rates in both walkable urban and car-dependent places. You can't simply tie a land-use arrangement to a 50-year-old perception of safety.
Wheaton is very fortunate to have a Metro station directly underneath it. With great privilege comes great responsibility. An important civic place like a library should be situated in a place where the community can use and celebrate it as much as possible. When the very location of the public structure will also breathe more vitality into an already functioning walkable urban place, it is the responsibility of the community to embrace change for the common good. It is silly that the current Wheaton library serves a certain constituency, motorists, at the expense of everyone else. A library located in downtown Wheaton, rather than in its car-dependent fringes, would better serve all constituencies, including motorists.
During the now-defunct credit bubble, legacy walkable urban places in Montgomery County enjoyed renovation and investment unparalleled in decades. Silver Spring received a brand new commercial development that catalyzed a better reputation and increased foot traffic. Investment in Bethesda accelerated beyond its already fast pace. Wheaton got a renovated mall and new residential development for the first time in decades. Takoma Park saw an increase in property values and commercial vitality.
Most dramatically, downtown Rockville recognized that its experiment with 20th century-style "urban renewal" was a miserable failure and restored a human-scale street grid while providing incentives for walkable urban development in its Metro-adjacent location. The only legacy downtown that didn't get in on the action was Gaithersburg, whose historic downtown is known as Olde Towne Gaithersburg. According to the Gazette, Gaithersburg is now seeking advice from developers how to revitalize their downtown.
Most of the land within the corporate limits of Gaithersburg currently sits underneath car-dependent suburban sprawl built between the 1970s and the 1990s. However, Gaithersburg was once a major agricultural stop on the B&O Railroad, whose tracks share a right-of-way with the Metro Red Line between Silver Spring and Union Station. Consequently, Gaithersburg possesses a walkable, urban historic downtown with a human-scale street grid. However, preexisting suburban sensibilities blocked new investment during the development boom years of the middle of this decade:
"We didn't build anything," said Councilman Henry F. Marraffa Jr., pointing to meticulous planning rules, political intractability and overconfidence among city leaders who he says "placed too many conditions" on projects. The city now has more than 4,000 apartments, condos, townhouses and single-family homes approved to be built, but many are years from development, he said.Parking minimums are another specific example of suburban sensibilities that are currently stifling growth:
Marraffa sat on a previous council that in 2001 passed a first-ever moratorium on residential development, designed to last one year, citing a need to review the city's master plan. Developers and schools added capacity elsewhere. Now the city is looking to developers to learn how to lure builders during the recession and lending crisis.
Malcolm Van De Reit, a former developer with JPI and now president of White Oak Properties in McLean, Va., cited three other obstacles to Olde Towne development. He said parking ratios tied to new projects should be reduced; land assemblage for large projects is challenging in part because of landowners' expectations on pricing; and city leaders must be sensitive to the changing economy and developers' need to be cost-conscious.As Mr. Van De Reit said, parking minimums provide a sizable disincentive to a developer who wishes to invest in an urban-friendly project. Without new investment, a city or town stagnates and declines. That is exactly what happened in our major cities, including Washington, DC, from World War II to the end of the century. Hindsight has taught us that preventing all development is just as destructive in the long term as promoting poorly planned development.
"Most developers right now are going back to basics, so they're not going to be moving too far out of their comfort zones as far as spending a lot of money on ... bells and whistles," Van De Reit said.
An existing parking ordinance does not reflect an urban model or the way apartment communities operate. It asks developers to build parking and has caused some projects to crumble under their own weight or lose financing through delays in planning processes, he said.
Olde Towne Gaithersburg, like every walkable urban place in the region and the United States, needs to adopt a zoning and planning framework that makes sense in a human-scale environment. Gaithersburg already has neighboring communities in its own county to learn from. Neighboring Rockville would be an excellent place to start due to proximity, similar demographics, and similar infrastructure, though without a Red Line Station. Like Rockville, as an incorporated town, Gaithersburg has more control over land use planning. Unincorporated Wheaton, Silver Spring, and Bethesda are all governed and planned at the county level.
It's one thing for a dedicated livable/walkable communities and mass transit activist to suggest such a course of action. The point is driven home even more acutely when members of the business community say the same thing:
Developers have suggested a more flexible ordinance in Olde Towne, "an urban model," used in downtown Rockville or Bethesda, Van De Reit said. The current requirement forces structured or partially below-grade parking at costs not justified by Gaithersburg rents.While seeking feedback from developers can be a positive part of the process, as Richard Layman says, a request for proposals isn't a plan. There's no subsitute for a carefully crafted plan that combines ideas from planners, developers and residents. Gaithersburg should bear that in mind as it moves forward with much-needed planning to leverage its most valuable asset.
The March edition of GQ features a 12-year-old budding food critic, David Fishman of New York, NY. One of Fishman's favorite activities is to visit local restaurants and write critiques. Due to his age, his parents limit him to restaurants within walking distance in his Upper West Side neighborhood. While such parental ground rules would amount to house arrest for children in car-dependent subdivisions, it provides David with a balance between safety and freedom while leaving plenty of restaurant options.
In conventional suburban neighborhoods, meanwhile, there is simply nowhere for a preteen or teenager can explore within walking distance. Fishman would While proponents of a car-dependent lifestyle often argue that the subdivision is a better environment for raising children, they forget that children's needs change when they become pre-teens and need to socialize and explore their surroundings. Quite simply, David would not be able to explore his passion for critiquing restaurants if he did not live in a vibrant walkable urban place.
David's story, while unique in its national magazine coverage, is not unique to the Upper West Side of Manhattan. In downtown Wheaton, pre-teens and teenagers walk around, go to and from the Metro, eat at cafes, shop at the Westfield Wheaton mall, the local comic book store, or the grocery store. In neighboring Silver Spring or Bethesda, many pre-teens and carless teenagers shop at the stores and eat at the numerous restaurants. The same scene repeats itself in Tenleytown, Friendship Heights, Georgetown, and Ballston. In these walkable places, teens can learn valuable social skills and enjoy a measure of freedom.
I spent last Thanksgiving at a friend of a friend's house. The host's parents and their friends grew up in a walkable neighborhood in Norfolk. The boys could walk to the local ball field and see who was around for a pickup game. (At that time, I guess, girls weren't welcome in the boys' pickup games). If any of the kids made a misguided, immature decision, their neighbors would walk over and tell their parents. As much as they hated it then, they now wish they had raised their children in such an environment. Their raves about the old neighborhood sounded just like my dad and my aunts describing their old neighborhood on the South Side of Pittsburgh.
Now, the host's parents own their "dream house" in a subdivision in Upper Marlboro. They can't walk over to a local field for a pick-up game. It's much harder to get to know your neighbors without a sidewalk leading to a local park or other destination where you might run into each other. If they ever saw a neighbor's child doing something they shouldn't, would they even know whom to call? It takes a village to raise a child. What happens when there is no village?
The subdivision I grew up in had a couple other kids that were in my age range. I was lucky. Outside of the subdivision, there was nothing else in walking distance. The roads to get there had no shoulder, either. As much as I liked the other guys in the subdivision, they weren't my best friends. If I wanted to see friends from school, my parents had to drive. Once again, I was lucky that my parents had time for frequent trips to friends' houses, as long as I gave them ample notice and they talked to my friends' parents. However, that's a lot of big "ifs." It's silly that a parent must devote time, energy, and money from gasoline, insurance and car depreciation every time two kids want to play video games or kick a soccer ball together.
A pick-up soccer, football, or basketball game was even more complicated. We couldn't just go down to the local field and play with whatever kids were hanging around looking for a game. Instead, we had to call guys who lived in distant subdivisions and talk to their parents about car transportation. If anyone's parents weren't around, or were too busy to take an hour out of their day to drive their child to a pick-up football game, we couldn't play. Since organizing required effort, we'd only call our friends. This deprived us and other adolescents of a major social lesson: getting along with people other than your friends.
Between college and graduate school, I taught ninth grade math. Many of my students would go home after school, fire up the video game console, eat dinner, and then play more video games until they went to bed. Would I have been any different if there weren't other kids in the subdivision, I wasn't into playing sports, or my parents couldn't drive me to the games? Obviously, there are plenty of couch potatoes around the world who do live in walkable urban places. However, without other options, children have few alternatives to a sedentary lifestyle.
Car-dependent places design each area for one single land use. They also seem to design for single life stages, too. A large yard may make sense when a child is just learning to walk. However, what happens when children outgrow the yard and want to interact with their peers and explore the world around them? While it is clearly possible to raise children who become successful adults in car-dependent places, it clearly has its shortcomings for pre-teens and carless teenagers. Why does so much "conventional wisdom" claim that suburbia is inherently a better place to raise children? Suburbia has its advantages, but also more than its fair share of shortcomings.
I'm probably going to get a lot of negative feedback in the comments for this, but I suggest that the myth about suburbia being a better environment for children arose from a combination of suburban marketing and our collective attempt to rationalize the divestment and abandonment of our cities and towns. Amazingly, our society continues to collectively embrace the idea of car-dependent suburbia being best for children while, simultaneously, the baby boomer generation pines for the walkable towns and neighborhoods of their youth.
New York announced an innovative solution: close Broadway to traffic in these areas. Pedestrians may finally have enough room, and it'll actually reduce car delays. (Tips: Greater Greater Dad, Robert H.-D., Andrew K., and others.)
Go blogs! Yesterday's Broadway announcement is also a huge win for Streetsblog, the New York City Streets Renaissance Campaign, Transportation Alternatives, and other advocates who have persuaded the NYC government to completely transform its approach to transportation. A Wednesday segment about the future of news on NPR's Marketplace mentioned the rapid rise of small, online-only news operations focused on city government, local politics, and development.
T4A launches platform: The national Transportation For America coalition officially launched their platform on Capitol Hill today. It calls for this fall's transportation bill (TEA) to fund a 21st-century network that allocates transportation dollars based on objectives, like lowering carbon emissions and ensuring economic access, rather than set amounts for highways and (much smaller amounts) for transit.
PG neighbors debate highway widening, light rail: Residents of Temple Hills, Clinton and Brandywide debated widening Route 5 south of the Beltway. Some residents are eager for the widening, while others don't want the sprawl it will bring to southern Prince George's and counties to the south; some are pleased about the county's proposed light rail corridor, while others worry about the development that could result. (Gazette)
Reject a bungalow, get a skinny box: A developer built a 12-foot-wide modernist house on a lot in Arlington after neighbors rejected a zoning variance to put two bungalows in the place of one.
Up in Montgomery-land: The new Paint Branch High School in Burtonsville will be much worse for walkers (JUTP) ... The debate over Falkland Chase continues (Gazette) ... JUTP's Dan Reed and some friends encountered a Rockville leasing agent who said they "don't look like [they] could afford to live here" (Diamondback Online)
And: The Historic Preservation Review Board approved the revised design for the Whitman-Walker redevelopment project at 14th and S (CSNA) ... Metro has started layoffs (Examiner) ... the Senate passed the voting rights bill, with an amendment repealing DC's gun laws, but which will probably come out in conference. (Post, City Paper) ... The Virginia House rejected a bill to give residents the right to dry clothes on clotheslines.
In a suburban context, developers tend to propose suburban designs for new development. Those designs separate buildings with large amounts of space, fill that space with empty lawns and plazas, and channel traffic to wide boulevards around the periphery of a site. These designs don't lend themselves to walkable environments with lively ground level activity.
If Northern Virginia wants its growing areas, like those along the Silver Line, to become walkable neighborhoods like Arlington, Bethesda and Silver Spring, we need to ensure that new development builds the connected street grid with small blocks common to all of those places, and even more common in older cities like DC and Old Town Alexandria. Unfortunately, many of the developments currently proposed or under construction miss this opportunity.
Last week, DCmud discussed the Towers Crescent development just south of the Tysons Corner Center mall. They have already built several office buildings on the site, and are interested in adding several residential buildings on the west edge. Residential buildings are a good idea, but unfortunately, they've designed them, along with the already-completed buildings, in a very un-urban form.
No streets stretch all the way across the site. There are pedestrian paths from one side to the other, but require people to take a circuitous route around the various and motley buildings, plazas and gardens. Nothing lines up. The mall and Marriott on either side are just as bad, but planners are trying hard to evolve Tysons into more of a walkable place. This design will hinder that evolution.
The plan reflects a "suburban sensibility", a term I first saw used in the context of the Newport development in Jersey City, right across the Hudson from Manhattan. Suburban office park developers design something for a denser, more urban place that looks like a suburban office park, but with all the buildings a little taller and a tad closer together.
Some projects are trying harder. The Connection recently profiled the Dulles World Center, a proposed "town center" style project adjacent to the Dulles Access Road at Route 28, just outside the airport property. The property is very close to the future Route 28 Silver Line station.
The developer is excited about creating a "mixed-use transit-oriented development" including residential, office, and hotels. Of course, some people don't like that idea, including Loudoun Supervisor Andrea McGimsey, who isn't pleased that the project could devote 25% of its space to residential units.
According to the Connection, the project includes "a pedestrian-friendly grid network of streets, a large central park, public plaza and ... LEED certification." The grid is more pedestrian-friendly than most, though the blocks still lean to the large side. Based on this site plan, there appear to be eleven internal intersections, or 89 per square mile. LEED-ND calls for 150 per square mile.
The project still follows the suburban "towers in the park" design, with tall buildings surrounded by a lot of open space. That's far more open space than people could actually use, meaning most of the lawns will function more as voids than parks. On the other hand, by putting the buildings along streets and more of the space in the center, they maximize the opportunities to activate the street with cafes, retail and more.
The more mixed-use TOD we can get around the Silver Line, the more riders it will have and the more we can recoup our investment in this transit line. Still, all development isn't created equal. Entirely suburban designs like Towers Crescent will hinder Tysons' progress toward a walkable place. Dulles World Center, meanwhile, jumps ahead of most of its surroundings, but would look like horrible superblocks in Arlington or DC. We can and should do even better.
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