If you’ve signed up to speak in front of the Zoning Commission at the public hearings on the zoning update this November (we need more supporters to sign up!), this workshop is for you! Over snacks, we talked about what the Zoning Commissioners will be looking for when you speak, and what you can say to best show your support for the zoning update. We’ll break into small groups and brainstorm what we can say.
Category: Transit-Oriented Development
Largo site is front-runner for new hospital in Prince George’s
Prince George’s County Executive Rushern L. Baker III (D) is backing a selection committee’s recommendation that a Largo site be chosen for a new, $654 million state-of-the-art regional hospital.
The board of directors for Dimensions Healthcare System, the nonprofit organization operating four hospitals in Prince George’s County, will discuss the recommendation during its meeting today.
“The selection committee will recommend the Largo site officially at the Dimensions board meeting,” Baker spokesman Scott Peterson said Wednesday. “This is the selection committee recommendation, not the county executive’s. Mr. Baker concurs with this recommendation.”
The proposed 280-bed hospital would replace the aging Prince George’s Hospital Center in Cheverly.
Dimensions Healthcare also operates Laurel Regional Hospital, the Bowie Health Campus and Glenridge Medical Center in Lanham.
On Tuesday, a selection committee comprised of members from county government, Dimensions Healthcare, the University of Maryland Medical System and the Maryland Department of Health and Human Hygiene recommended the Largo site, located next to the Largo Metro station. The other contender for the hospital was the site of the former Landover Mall.
The Coalition for Smarter Growth, a Washington, D.C.-based organization promoting walkable, transit-oriented community development in the Metropolitan area, issued a statement Wednesday morning applauding the recommendation.
“Prince George’s County took a big step forward toward a more sustainable economic and environmental future with the decision to place the new regional medical center at the Largo Town Center Metro station,” Cheryl Cort, Coalition for Smarter Growth policy director, said in the statement.
The Largo site is comprised of 70 acres of land owned by Oak Brook, Ill.-based Retail Properties of America, and several adjoining properties under private ownership. It is adjacent to the Boulevard at Capital Centre shopping center and the Largo Metro station.
The site is within close access to Interstate 495.
“A Metro-accessible regional medical center helps Prince George’s catalyze transit-oriented economic development and capture a larger share of the region’s growth,” Cort said in the statement. “Locating this major new medical facility at a Metro station brings both healthcare and thousands of jobs to a significantly more accessible location for county residents.”
Dimensions Healthcare announced in July that the search for the new hospital had been narrowed to two sites, the Largo site and the site of the old Landover Mall, which was demolished in 2007.
The Landover site provides bus service to the New Carrollton Metro, nearly three miles away. The Largo Metro station is somewhat closer to the Landover site, at 2.5 miles walking distance, but not directly accessible by bus.
The hospital construction is being funded through state and county government, as well as Dimensions and the University of Maryland Medical System.
Advocates urge Gov. O’Malley to target funds to transportation projects supporting smart growth; Gov. O’Malley to announce transportation spending on Monday in Bethesda
FOR IMMEDIATE RELEASE
Friday, August 2, 2013
Contact:
Kelly Blynn, Coalition for Smarter Growth, 202-675-0016 x 127
Ben Ross, Action Committee for Transit, 301-706-6826
Advocates urge Gov. O’Malley to target funds to transportation projects supporting smart growth
Gov. O’Malley to announce transportation spending on Monday in Bethesda
In advance of Governor O’Malley’s visit to Bethesda on Monday, several advocacy groups working in Prince George’s and Montgomery Counties released a letter Friday applauding funding pledged so far for transit, bicycling, and pedestrian infrastructure, while expressing concern over costly new highway capacity projects.
“All of our groups worked hard to build grassroots support for the transportation funding bill so we could have the ability to help realize Maryland’s smart growth and climate protection goals,” said Cheryl Cort, Policy Director at Coalition for Smarter Growth. “Now we’re concerned about how much of the money will go to projects that undermine those efforts.”
The concerns stem from the long list of costly highway capacity projects identified by each County as high priorities, and a state selection process that is done behind closed doors. A few weeks ago, those fears were confirmed when O’Malley announced his list of projects for Prince George’s that included two major new road capacity projects for $250 million
“$150 million for an interchange at MD 4 and the Suitland Parkway is a massive public investment to support sprawling development,” said Karren Pope-Onwukwe, co-chair of Prince George’s Advocates for Community-based Transit. “This new interchange project will draw activity away from Metro stations and inside the Beltway communities, where we should be focusing development.”
In Montgomery, concerns center around four new road widening and interchange projects within the Route 28/198 corridor. These would cost half a billion dollars to duplicate the ICC, drawing away commuters and toll revenue.
“We have already wasted more than $2 billion on the ICC, which continues to be underutilized,” said Ethan Goffman of the Montgomery County Sierra Club. “Our investments should be in reducing carbon emissions and sprawl, not simply adding more and more capacity for cars.”
In addition, previous announcements indicate that Maryland may use a public-private partnership, effectively borrowing against future revenues, to help pay for Montgomery and Prince George’s top priority transportation project, the Purple Line.
“While we’re thrilled with the Purple Line’s continued progress, we’re concerned about the state’s desire to provide the local share of construction funding via a public-private partnership,” said Ben Ross, vice president of the Action Committee for Transit which has worked for the Purple Line for more than 25 years. “We need the full $1.1 billion to open the line by 2020. State funds that may be needed for that purpose should not be committed to lower-priority projects until we are certain that alternative financing is a good deal for taxpayers and riders.”
Advocates listed their top priorities for the suburban Washington region as building the Purple Line, funding the MARC Growth and Investment Plan, and funding Maryland’s share for WMATA’s reinvestment plan, Momentum. They also urged the state to expand investment in local road improvements to create new options for drivers, bicyclists, and pedestrians, such as a multimodal redesign of MD 355 (Rockville Pike) in the White Flint area.
Following on the heels of O’Malley’s announcement of his ambitious goals for addressing climate change last week, including doubling transit ridership, advocates hope his transportation announcements will remain consistent. “We want to see the Governor ensure that all transportation projects funded by the state support the excellent smart growth and climate goals his administration has set,” said Kelly Blynn, Coalition for Smarter Growth.
The transportation advocates’ letter can be found here and is signed by the Action Committee for Transit, Bike Maryland, Clean Water Action, Coalition for Smarter Growth, Prince George’s Advocates for Community-based Transit, Montgomery County Sierra Club, Montgomery County Young Democrats, Montgomery Countryside Alliance, Prince George’s County Young Democrats, and the Washington Area Bicyclists Association (WABA).
About the Coalition for Smarter Growth
The Coalition for Smarter Growth is the leading organization in the Washington D.C. region dedicated to making the case for smart growth. Our mission is to promote walkable, inclusive, and transit-oriented communities, and the land use and transportation policies needed to make those communities flourish. To learn more, visit the Coalition’s website at www.smartergrowth.net.
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Proposed D.C. Zoning Code Re-Write Sparks Debate
The first major re-write of Washington’s zoning code since it was established in 1958 is expected to be submitted by the Office of Planning today, ending six years of work and triggering another lengthy public process before the District’s Zoning Commission, which will have the final say on new zoning policies.
Among the most controversial proposals is the effort to make D.C. less car-dependent by eliminating mandatory off-street parking space minimums in new development in downtown D.C. Planning Director Harriet Tregoning had also proposed to eliminate parking minimums in transit corridors, but recently changed her position to only reduce those minimums.
Tregoning’s change has left advocates on both sides of the debate unhappy.
“We’re encouraged that there’s not going to be an absolute rule that there will be no parking minimums. We think that’s a step in the right direction, but we are still very concerned because the planning director of the District of Columbia has shown her hand. She, for whatever reason, does not believe there is a parking issue throughout much of the District,” said AAA MidAtlantic spokesman Lon Anderson.
“We are disappointed the city has listened to the opposition to progressive reforms and is backing down on the important reform of removing parking minimums in areas that are well served by transit. The proposal would address a number of the biggest problems with parking minimums but we still maintain that parking minimums are not the right approach to building a more affordable, sustainable city,” said Cheryl Cort, the policy director for the Coalition for Smarter Growth.
At the heart of the controversy lies the question: how much parking does a growing, thriving city need as developers continue to erect new housing, office and retail space near Metro stations, in bus corridors, and downtown D.C. The alleged scarcity of parking spaces today is a common complaint of motorists, but those who favor dumping the parking minimums say residents and visitors will have adequate alternatives to automobile ownership, like car-sharing services, Metro rail and bus, and Capital Bikeshare. Smart growth advocates also point out developers will still be able to build parking if the market demands it, but the decision will be left to them, not decided by a mandate.
“We’re building a lot of parking that generates a lot of traffic, undermining the best use of our transit system,” Cort said.
“We spent the last 100 years building our society to be automobile dependent and then to try to change that in a very short period of time is really imposing an awful lot in a region that is still very, very dependent on the automobile,” counters Anderson.
About 38 percent of all D.C. households are car-free, according to U.S. Census data.
Photo courtesy of AP Photo/Michael Dwyer. Copyright 2013 by WMAL.com. All rights reserved.
Two sites remain in running for Prince George’s regional medical center
Two sites remain in the running for a new, $645 million regional hospital in Prince George’s County to replace the financially ailing Prince George’s Hospital Center in Cheverly and create a full-service medical campus.
The board of Dimensions Healthcare System, which oversees county-owned medical facilities, voted unanimously Thursday to send letters to Maryland health officials endorsing Largo Town Center and the shuttered Landover Mall as possible locations for the hospital.
The move buys officials a little more time to negotiate with representatives of the sites. The board’s chairman, C. Philip Nichols Jr., said he expects a final decision by September.
Plans call for the 259-bed hospital to be part of a full-service medical complex and trauma center, offering high-end specialities and general care. There would be offices for private practices, a parking garage and possibly classrooms for medical professionals who also might train at nearby Prince George’s Community College in Largo. The hospital, expected to open in 2017 as part of the University of Maryland Medical System, would serve Prince George’s and Southern Maryland.
Officials hope the medical complex will attract paying patients with health insurance and provide more primary care to residents of the majority-minority county.
Studies show that Prince George’s residents suffer disproportionately from diabetes, heart disease and obesity, and there is a shortage of primary-care medical practices.
The Dimensions board acted on recommendations from a search committee whose members include representatives from the University of Maryland Medical System, Prince George’s County and the Maryland Department of Health and Mental Hygiene.
Before choosing Landover Mall and Largo Town Center, the search committee examined properties around the Morgan Boulevard Metro station and Woodmore Towne Center shopping center, said Bradford L. Seamon, a Dimensions board member, search committee member and top aide to County Executive Rushern L. Baker III (D). But the committee rejected those sites because of their locations and because they had multiple owners, making it difficult to assemble enough land.
The committee’s deliberations are not open to the public.
Now the search committee is looking into cost, availability, the potential for future development, and whether roads, sidewalks and other infrastructure would be needed, he said.
“We are still continuing to negotiate, and we want to negotiate with two sites to come up with the best deal. At this point, I don’t want to talk numbers,” Seamon told the board.
Although officials of the University of Maryland Medical System had urged the search committee to find at least 100 acres, Seamon said committee members now believe that the hospital itself could be built on four or five acres of a 25-acre medical campus.
The two sites in contention each have advantages, Seamon said. The Largo site, at the Boulevard at Capital Centre, is on 70 acres of county-owned land next to a Metro station and close to the Capital Beltway.
There is an additional 30 acres in adjacent parcels owned by two private developers.
The 88-acre Landover Mall site is nearly vacant — only a Sears store remains. It is close to the Capital Beltway and about 11 / 3 miles from the Largo Town Center Metro station. Landover Mall is owned by the Lerner family, which also owns the Washington Nationals baseball team.
Cheryl Cort of the Coalition for Smarter Growth is pushing for Largo Town Center but said Landover Mall is ripe for redevelopment.
“It is crying out for something to happen at the mall,” she said. “But something as important as the hospital should not be so far from transit.”
Douglas M. Duncan, the former Montgomery County executive who is representing the Lerners, declined to comment.
Eventually, the University of Maryland Medical System is expected to take over Dimensions Healthcare but will not bear any of the costs.
Plans call for a new company — New Dimensions — to float $450 million in bonds, with its $200 million debt service paid by the state. Separately, Prince George’s would float $200 million in bonds.
New bus rapid transit plan won’t require more property along Md. 355
West Chevy Chase residents no longer have to worry about a “Green Mile” marred by bus lanes down its middle, which would have meant widening the road, and possibly acquiring land through eminent domain.
That idea has been removed from the latest draft of the Countywide Transit Corridors Functional Master Plan, which the Montgomery County Planning Board approved on Thursday.
In April, when the planning board OK’d dedicated bus lanes on Md. 355, stretching from Friendship Heights up to the Rockville Metro, some residents of West Chevy Chase protested loudly.
The planning board listened and the new plan represents that, said Larry Cole, the Montgomery County Planning Department’s lead planner.
The proposed rapid transit bus lanes are part of the comprehensive Countywide Transit Corridors Functional Master Plan that is meant to improve transportation options, be more environmentally friendly, and support local businesses, according to county planners.
The plan to use median bus lanes has been moved from Phase Two into the appendix. The County Council, if and when it adopts the plan, will not be adopting the appendix, Cole said. It is there for background and guidance for future decisions.
There will still be dedicated bus lanes on Md. 355, but they will run along curbed lanes. The county can create a curb lane without having to acquire anyone’s property.
Another change is the lanes on Md. 355 will now run as dedicated bus lanes from the Friendship Heights Metro up to Shakespeare Boulevard in Germantown, and then as mixed-traffic lanes up to Redgrave Place in Clarksburg. Most of what had been in Phase Two has been moved into the appendix, Cole said. Exceptions were made for corridors and jurisdictions with their own planning authorities.
Alex Posorske, the managing director of the Coalition for Smarter Growth, called the plan “groundbreaking.”
“No other suburban region in the D.C. area is putting out something like this,” Posorske said.
The county is expected to add more than 200,000 residents in the coming decade and traffic will only get worse, Posorske said.
He called rapid transit bus lanes one leg in a three-legged stool. The other two legs, he said, were the Purple Line and the Washington Metropolitan Area Transit Authority.
“The trend is clear, people are driving less and less,” Posorske said. “There’s a real sea change in how people look at this.”
An interim copy of the plan should be available online by the end of the week, and the County Council is scheduled to take it up sometime in September.
BRT Supporters Have Different Views As Plan Heads To Council
Bus Rapid Transit supporters are split on the Master Plan the county’s Planning Department will likely send to the County Council next week on the new transportation system.
Some are still worried language inserted into the plan that would require “a thorough traffic analysis” before any BRT system is implemented severely waters down the plan and contradicts the basic point of making roads move more people instead of more cars.
Meanwhile, the Coalition For Smarter Growth, which is lobbying for a BRT network that would include a controversial transitway on Rockville Pike/MD 355, praised the Planning Board for taking “a major step forward.”
“This plan is one of the most extensive and progressive transportation plans of any suburban community in our region, and is in keeping with Montgomery County’s record of innovation in land use transportation and housing policy,” CSG Executive Director Stewart Schwartz said in a statement.
The Action Committee for Transit wrote a letter to the Planning Board before a worksession on the plan last Thursday urging it to reconsider the “thorough traffic analysis” language.
ACT is concerned a traffic study from county transportation planners at time of facility planning would make it more difficult to dedicate existing lanes to the buses in the BRT network, thus reducing the amount of all-traffic lanes.
At the Thursday worksession, the Planning Board amended the language by saying the thorough traffic analysis “should be performed” instead of “must be performed,” and only “where lane repurposing is recommended.”
Planning Board Chair Francoise Carrier advocated a plan that would ease concerns from drivers worried about how fewer lanes would affect their commutes. On Thursday, Carrier said the Board should consider how the repurposing lanes debate would play out before the County Council, which is expected to take up Bus Rapid Transit in September.
“There is a tension between sending up a plan that’s easier to adopt or sending up the plan thats bolder,” Carrier said.
Planning Commissioner Casey Anderson made it clear throughout the process he’s in favor of a bolder option that would include repurposed lanes where needed. Planning staff has said a lane each way on MD 355 would need to be repurposed through downtown Bethesda and Chevy Chase because there is no room to build an additional lane.
There has already been much opposition to the idea of repurposing lanes from neighborhood groups in Silver Spring and Chevy Chase and residents in Bethesda.
“It’s almost like you’re a dog that’s been beat too much and you’re afraid you’re going to get hit again when you start talking about, ‘Oh, don’t worry. We’re not going to do [lane repurposing] everywhere,’ before you even get started,” Anderson said.
Kelly Blynn, an organizer for the Coalition for Smarter Growth, said while the plan is a break from thinking that often shortchanged transit in favor of single-occupancy vehicles, the group is still concerned about new language from the State Highway Administration.
“However, Blynn expressed concern that other new language in the plan, pressed by the State Highway Administration, would place too high of a standard on moving cars through without considering a more proper standard of what approach would move the most people,” read the group’s press release.
Photo courtesy of Montgomery County Planning Department.
Columbia Pike Streetcar Fact Sheet
The Coalition for Smarter Growth supports the streetcar as a key element of bringing new life to Columbia Pike. The streetcar is a good idea. Here’s why:
Economic Development: Streetcars outperform regular buses in spurring economic development, a key need in Columbia Pike. The permanence of streetcar infrastructure has already boosted developers’ confidence in investing in the corridor.
D.C. planners drop proposal to end minimum parking rule for developers
Bowing to vocal opposition, District planners have backed off a controversial proposal to eliminate long-standing requirements that developers in some areas include parking spaces in their projects.
The decision not to wholly abandon “parking minimums” in outlying neighborhoods served by Metrorail and high-frequency bus lines comes as planners prepare to submit a wholesale rewrite of the city’s zoning code for approval by the Zoning Commission and shortly after opponents repeated their concerns at a council hearing.
The elimination of parking requirements in “transit zones” had been promoted zealously by Harriet Tregoning, director of the Office of Planning, and her deputies as a necessary response to a city growing more populous and less car-dependent. But residents in some neighborhoods viewed the proposal skeptically, claiming it was based on unfounded assumptions and would only worsen the scarcity of curbside parking.
Tregoning disclosed the change during an interview Friday on WAMU-FM, where she acknowledged she had got “a lot of feedback” about the parking changes. “It’s certainly in response to what we’ve heard from a lot of people,” she said.
In a subsequent interview, Tregoning said the planning office still intended to pursue elimination of parking minimums downtown and in fast-growing, close-in neighborhoods such as the Southwest Waterfront and NoMa. But in other areas eyed for the change, she said, the minimums would be “substantially” reduced rather than eliminated entirely.
“A lot of people were very, very concerned with the concept of no parking minimums,” she said. “I wanted to take that out of the discussion so we could focus on what is reasonable.”
Opponents “seemed to be really hung up by what they perceived as an ideological position,” she added. “I’m not an ideologue. I’m very practical. The practical effect is not very different.”
For a multi-unit residential building under the new proposal, Tregoning said, developers would have to create one parking space for every three units in most areas. They could also apply to the Board of Zoning Adjustment for a “special exception” to the minimum. Under current rules, the minimums vary but often require one space for every two units.
The zoning rewrite is nearing the end of a five-year process that has included discussions about liberalizing rules for “accessory” apartments and corner stores in residential neighborhoods. But the parking debate emerged over the past several months as by far the most contentious point of discussion, generating push-back from several neighborhood groups and AAA Mid-Atlantic.
The decision to back off the elimination of parking minimums vexed a group of activists who view it as a cornerstone of efforts to make the city denser and more transit-oriented.
Stewart Schwartz, executive director of the Coalition for Smarter Growth, which had rallied support for the measure, said Sunday it was “disappointing” to see Tregoning ease off a measure that could have helped make housing more affordable by lowering development costs.
“I think it would have been much simpler and effective” to eliminate the minimums and allow the market to dictate how much parking developers provide, he said, adding that “we’ll still call for the cleaner, market-based approach” at the Zoning Commission.
Some leading skeptics of the original proposal said it was too soon to tell if the revised parking-minimum measures would prove acceptable.
“It’s fine, but I’m not sure it goes far enough,” said Alma Gates, who has monitored the zoning rewrite for the Committee of 100 on the Federal City, a group of civic activists with a special interest in planning matters. “I’m waiting to see it in writing. . . . We’re talking about a big issue here. It affects everyone who has a car or [is] thinking about a car or coming to Washington.”
Juliet Six, a Tenleytown resident who has been vocal in opposing the parking measures, voiced extremely cautious optimism about Tregoning’s comments. She suggested that the announcement was calibrated to create an illusion of consensus as the debate moves to the Zoning Commission. “This is one way to take the heat off,” she said.
Tregoning acknowledged the change would “make it easier” for the zoning revision to gain the commission’s approval. The planning office is expected to submit the rewritten zoning code, totaling more than 700 pages, to the commission July 29. It is unclear when the body will hold hearings and give its final approval.
Statement on DC Office of Planning Decision on Parking Minimums
FOR IMMEDIATE RELEASE
JULY 12, 2013
CONTACT: Alex Posorske, (202) 675-0016 ext. 126
Statement on DC Office of Planning Decision on Parking Minimums
WASHINGTON, D.C. — Today on the Kojo Nnamdi show on WAMU, the Director of the DC Office of Planning, Harriet Tregoning, announced that DCOP was scrapping its proposal to eliminate parking minimums in transit zones. The decision was also reported in the City Paper.
“We are disappointed that the opposition to progressive reforms has caused the city to back down on the important reform of removing minimum parking requirements. Parking minimums have driven up the cost of housing in a city that needs more affordable housing. The costs of too much parking are being passed on to all residents even if they want to save money by living car free,” said Stewart Schwartz, Executive Director of the Coalition for Smarter Growth. “Parking mandates are a legacy of a different era and have hurt America’s cities as Matt Yglesias so clearly laid out Slate this week.”
Greater Greater Washington has covered the issue extensively including a response today.
“We are waiting to review the new proposal from DCOP and we hope that it will still move our city in a more affordable and sustainable direction. We understand that there will be no minimums throughout our expanded downtown from the West End to NOMA and to our two revitalizing riverfronts,” said Schwartz. “Moreover, parking requirements will still be lowered in the city’s transit zones. That’s as it should be. With the expanded transit, walking, biking, and carsharing options that DC now offers, we shouldn’t be mandating more parking than we need or than people will use.”
The Coalition for Smarter Growth will be continuing its campaign for a progressive update to the city’s outdated zoning code including rollback of parking minimums, easier requirements for accessory dwelling units, corner stores in rowhouse neighborhoods, and other components that will make the code easier to understand and more appropriate for a modern, transit-oriented city.
About the Coalition for Smarter Growth
The Coalition for Smarter Growth is the leading organization in the Washington D.C. region dedicated to making the case for smart growth. Our mission is to promote walkable, inclusive, and transit-oriented communities, and the land use and transportation policies needed to make those communities flourish. To learn more, visit the Coalition’s website at www.smartergrowth.net.
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