Rebuilding Place in the Urban Space

"A community’s physical form, rather than its land uses, is its most intrinsic and enduring characteristic." [Katz, EPA] This blog focuses on place and placemaking and all that makes it work--historic preservation, urban design, transportation, asset-based community development, arts & cultural development, commercial district revitalization, tourism & destination development, and quality of life advocacy--along with doses of civic engagement and good governance watchdogging.

Saturday, May 30, 2009

DC's Artomatic for 2009

Artomatic logo, 10th anniversary

Artomatic is a big "arts festival," a temporary exhibition put on by over 1,000 visual artists and 600 performing artists. So it's "play" for non-artists like me to consume, and a venue and place for artists to connect and build community.

This year, the 10th, Artomatic is at:

55 M Street, S.E. (at the corner with Half Street), Washington, DC 20003
Immediately abutting the Navy Yard green line station's Ballpark exit

It opened yesterday and remains open til July 5, 2009

Fridays and Saturdays: Noon – 1 a.m. (except for special events. See calendar).
Sun, Wed & Thu: Noon – 10 p.m.
Closed Mondays and Tuesdays

Yesterday was the media opening, most of the speakers were namby-pamby, except for Derek Chilcott, Deputy Chief of Mission for the British Embassy, who spoke about the creative industries and their role in culture and economic development and DC's participation with glassmakers in one of the city's sister cities, Sunderland, England. In return 38 artists, including blown-glass and warm-glass artists, 2-D artists, and two bands from Sunderland will be participating in Artomatic this year.

Within the next couple days I will be writing a cutting cultural studies interpretation of Artomatic in the context of "strong real estate markets, unnaturally occuring arts districts, and the exchange value of the arts and culture" but despite that, at least on the three floors of exhibits I managed to get to yesterday, I think that there is a fair amount of interesting work for you to go and see, along with performances and other activities.

Sam Vasfi, Artomatic 2009, Washington, DC
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Sam Vasfi, Artomatic 2009.

Note that my interest in art tends to the representational especially photographs of urban things so you might end up having a diferent experience.

There are 8 floors of art and happenings, plus a ground floor music space.
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Each artist gets a small section of space, about 10 feet, to exhibit their work.

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Half Street and M Street SE, looking southwest.

Plus, it's damn cool, especially during the day, to go just for being able to take photos out of the various windows, which because of the fact that M Street SE isn't fully developed, you can actually see some interesting stuff right now, that in a few years you won't be able to--if you would otherwise be able to get access to the building.
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Crystal City, Arlington County, Virginia, in the distance.

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This parking lot thing must be what this guy (see "His Simple Business Model: The Ladder" from the Post) is paying $25,000/month in rent.

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A surprise for tomorrow's alley tour

The normal co-leader of the Capitol Hill west alley tour won't be able to participate tomorrow due to unexpected work demands. Ably stepping into his place will be Dr. John Vlach, Professor of American Studies and Anthropology at The George Washington University and Director of the university's Folklife Program, and currently historian on the DC Historic Preservation Review Board.

See his publication, "Capitol Hill Before L'Enfant" (2003).

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Speaking of green collar jobs

Historic preservation trades are green collar jobs, but aren't conceived of such in DC's campaign to focus on workforce development in the green economy. It's not that preservation isn't considered sustainable, but the focus is on new industries. From the webpage:

The District defines Green Collar Jobs as career-track employment opportunities in emerging environmental industries, as well as conventional businesses and trades, created by a shift to more sustainable practices, materials, and performance. It includes both lower and higher skilled employment opportunities that minimize the carbon footprint of all inputs necessary and directly result in: the restoration of the environment, the generation of clean energy and improved energy efficiency, the creation of high performing buildings, and the conservation of natural resources.

- District of Columbia Green Collar Jobs Demand Analysis Final Report

If you own a historic house, or one eligible for designation, think of how hard it can be to find someone qualified and able to do quality work and (2) how much you pay them. It's not cheap even though the results are well worth it.
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Application of period-appropriate beading while repairing a stone retaining wall on 3rd Street NW, Washington, DC.

Typical concrete retaining wall constructed by DDOT on the 900 block of 2nd Street NE
Inappropriately replaced "historic" retaining wall on 2nd Street NE.

In typical historic preservation projects, 70% of the cost of the job is labor, and 30% of the cost of the job is materials. Most of the profits on the sale of materials don't stay local, either within the city or the region.
Home Depot
Department signs hang at a Home Depot story in Chicago, Friday, Aug. 8, 2008. The Home Depot Inc., the nation's largest home improvement retailer. (AP Photo/Charles Rex Arbogast)

On new construction jobs, 50% of the cost is labor; 50% materials. So the multiplier effect on the economy of new construction isn't as great when compared to historic preservation-based construction.

One of the things I proposed some years ago was creating a preservation training program in the high school level + community college equivalent, based on the Preservation Arts Department at the High School of the Arts in Brooklyn, and other programs. We proposed that as a possible use in the Crummell School in Ivy City, but the guy we were working with in Ivy City got wacked out, and we ended up scuttling the project. It needs to be taken up again.

You can't get more sustainable than having a house that is a couple hundred years old. (Ours is only 80 years old--this October.)
Crane Diana bathroom sink with Crane Drexel handles and mixing faucet, our house
This sink is not original to the house. It's from 1951 and we bought it at Brass Knob warehouse. The first plumber we had was congenitally unable to grasp dealing with a "historic" sink and valves. We had to fire him (after spending way too much money on him, none of which we got back) and found another (through Brass Knob Warehouse) who still likes new equipment but is fully prepared to deal with "old" components and is willing to consult with experts (in the case of old Crane sinks, DEA Bathroom Machineries is the national expert) for insight and guidance on how to make it work. (The subway tiles on the wall are original. There are some tiles we need to replace because of the butchery of the first plumber.)

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Investment vs. Disinvestment

The boarded up odd brick four square on 7th Street NE, Brookland
The boarded up odd brick four square on 7th Street NE, Brookland.

This house doesn't look as bad as it had been looking for years. The failure to take care of the property was very evident, with window frames decrepit or broken glass panes, and the ribs of the trusses for the porch sticking out like the ribs of someone malnourished, as the "skin" of the porch roof was no longer in evidence. At some point within the past few months, the building was boarded up.

The odd brick four square next door to the boarded up building on 7th Street NE, Brookland

This is the house next door, fully taken care and "kept up," demonstrating that the problem with the boarded up house isn't the house, it's the owner, who for whatever reason, has failed to take care of the property.
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I write from time to time about what I call "the language of revitalization." The real issue is disinvestment. What people call "blight" is a result of disinvestment. Rather than blame the place (I call this "blaming the building"), focus on disinvestment and explain the process.

Buildings or neighborhoods called dilapidated, run-down, blight, eyesores, nuisances, decrepit, (etc.) are victims (and survivors) of disinvestment.The solution is not demolition, but investment instead of disinvestment. And maintenance and/or rehabilitation is the proper response to neglect or demolition-by-neglect.

Too often people are lulled into believing that demolition, especially of historic buildings, is a solution to "blight" when merely it creates a different form of blight, one that is harder and usually more expensive to correct (building a new building).
Bringing Buildings Back by Alan Mallach
Clearly this is a book that Mayor Fenty needs to read.

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Friday, May 29, 2009

This is what pro-place people are up against

There is a desire in some quarters to close 7th Street SE in front of Eastern Market, the city's public fresh food market, on Saturdays and Sundays.

The merchants in the buildings on the street are vociferously opposed.

I don't have it at my fingertips, but I seem to recall that there was a finding of direct economic benefit to the Summer Streets program in NYC, where certain streets on weekends, were made for non-automobile uses only.

- About Summer Streets in NYC.

In this blog entry from Streetsblog, "What Does Summer Streets Mean for Business?", an anecdotal experience found that certain businesses did very well economically from last year's program.

My sense is that by having a better walking environment around Eastern Market, more people will patronize the market and everyone will make more money.

Generally, pedestrian malls are failures, because most places don't have enough people and foot traffic to activate the space. But selective approaches can be successful.

The area around the St. Lawrence Public Market in Toronto is closed to cars on weekends too. And now that I think about it, I seem to recall that part of the area around Central Market in Lancaster, Pennsylvania, functions as a kind of pedestrian only street, but 24/7/365.

Sadly, most of the merchants on 7th Street don't live in DC. So they drive here. And this colors how they think everyone else comes to commercial districts in DC.

But Capitol Hill (not exclusively) is much more walking oriented than many other places in DC.

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Thursday, May 28, 2009

Florida Market proof of concept wayfinding signage and the need for a wayfinding conference

The links of the signs that Christopher and I have created have been down for awhile. They've been restored:

- Florida Market Map & Directory
- Florida Market History Sign

We are still doing some tweaks and changes, but the changes to come aren't too significant from what's in the current version. But if you have any comments they'd be appreciated.

One of the reasons that DC has been reticent about creating directory signs of this type is that they have to be updated frequently, and this is costly.

While I haven't priced it out yet, it turns out Takoma Park's directory signage is done in vinyl appliques and is meant to be updated and replaced. I expect this is less expensive than the DC signs (about $6,000 including the base).
Takoma Park street sign, business directory
Speaking of wayfinding, Christopher writes:

That book on Wayfinding just gets better and better. I just love the way it combines our thinking I also like that it confirms many of the steps that we've done. I think our own project is especially interesting as we've done a prototype and testing phase -- something that seems to be completely missing from all wayfinding projects.

He's referring to this book, Wayfinding Handbook by David Gibson, which masterfully covers the topic.
The Wayfinding Handbook by David Gibson

In a blog entry a couple months ago I wrote:

There are at least 10 separate wayfinding "systems" in the city. They aren't coordinated. We need a wayfinding conference as a start, and then a concordat to start integrating signage into one wayfinding system within the city. (And it's time to assess and update the "blue" wayfinding signage program. Plus, how many years should it take to get the Children's Museum listing taken off signs since it hasn't existed in the H Street neighborhood for at least four years.)

The wayfinding systems (not in ranked order necessarily):

1. The street and highway signage system generally (DDOT);
2. The "blue" wayfinding signage system (DDOT pays for it, the Downtown BID coordinates the system under contract);
3. The heritage trail signage (CulturalTourismDC);
4. signs within areas controlled by the National Park Service;
5. The Architect of the Capitol;
6. Signage/information on bus shelters and in subway stations;
7. DC Department of Parks and Recreation for city parks (they don't really seem to have much in the way of signage, but they should);
8. Intra-campus signage systems such as for the Library of Congress or Catholic University (there are many examples within this category--every college in the city, hospitals, etc.);
9. Banner programs within Business Improvement Districts and commercial districts, and neighborhoods;
Truxton Circle banner
Truxton Circle banner, 1st Street NW

10. The hideous looking signs that DC uses to demark historic districts;
Historic District Sign
Maybe I am wrong to think these signs are so ugly.

11. While it doesn't exist in a coordinated fashion, a parking wayfinding signage system ought to exist as well (within the context of mobility, not just automobility).
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This sign, on 14th Street NW in Columbia Heights, is the first parking wayfinding sign I've seen in the city that actually lists specific parking options/destinations.

In the forthcoming 2009 transportation-mobility wish list (sometime next week it will really be published in the blog, in 4 parts), in the entry on the ideal and complete transportation plan, there is a section on wayfinding systems.

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DC Preservation League Historic Window workshop

Anatomy of a Double-Hung window

conflicts with this Saturday's WalkingTownDC events, but if you need to learn about this topic, now is the time and it's cheap to do so. Ironically, the upcoming DesignDC conference sponsored by the local American Institute of Architects chapter has a workshop led by someone from Marvin Windows about window replacement.
Replacement windows

Historic Window Workshop
Come and learn the “how to” and the “must know” on replacing and repairing your historic windows!

Click on these links for more information or to register.

Note that the Capitol Hill Restoration Society has graciously put online its extensive collection of information-guidelines documents that it has created over the years about a variety of historic preservation topics (click here for descriptions of all available guidelines), including these two items on windows:

- Windows: The Eyes of a Building
- Replacement Windows
Pigeons and disinvestment, 2nd and T Street NE
This building's potentially historic windows needed work... (the building is now boarded up)

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Wednesday, May 27, 2009

This weekend: WalkingTown tours across the City of Washington

From CulturalTourismDC:

WalkingTown, DC Spring Edition 2009
Saturday, May 30, 2009 - Sunday, May 31, 2009
Location: Across the CityEnjoy a weekend of more than 120 free walking tours (and a few bike tours) in neighborhoods across DC. Discover the cultural capital's vibrant street life and little-known historic treasures with professional and volunteer neighborhood guides!

Too much information? Check the overview schedule.

"My" two tours are:

Explore Florida Market / Capital City Market
Saturday, May 30
10 - 11:30 am
Meet outside New York Avenue Metro station (Florida Avenue exit)
End at Litteri’s Italian Deli, 517 Morse Street, NE

The Florida Market is the city’s major wholesale food distribution center. The tour will stop at restaurants and vendors selling at retail, including the DC Farmers Market building, and address development issues that threaten the market. Led by Richard Layman and presented by Citizens Planning Coalition, Frozen Tropics weblog, Capitol Hill North Neighborhood Association, and Rebuilding Place in the Urban Space weblog.
Outside MS3000, Florida Market tour, Saturday 2/23/2008
Outside MS3000, Florida Market tour, Saturday 2/23/2008.

Alley Living in Capitol Hill
Sunday, May 31
12 noon - 2:30 pm
Meet at northeast corner of Third Street and Pennsylvania Avenue, SE (next to the SunTrust Bank)
End near Eastern Market

Alleys were used for stabling horses, industry, and housing the poor in the 1800s and early 1900s. Housing reform, zoning regulations, and urban renewal made most of these uses illegal. Visit Capitol Hill alleys to get perspective on alley dwelling and industry in Washington. Led by Richard Layman and presented by Alley Residents of Washington, Citizens Planning Coalition, and Rebuilding Place in the Urban Space weblog.
Capitol Hill West alley tour
Tour from 2008.

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Volunteers Needed for Neighborhood Operation Fix-It Week!

Blight, Robert Moses exhibit
I am not a fan of the term blight. "Blight" really means disinvestment. And disinvestment is a result of lack of investment. The solution to "blight" is figuring out why the local economy is broken, and fixing that, rather than demolishing buildings. So picking up trash, removing graffiti, getting new investors in buildings, spurring private investment are the activities that make the most sense for attacking "blight"--not sweetheart redevelopment deals for the well-connected.

From email:

As a part of the Metropolitan Police Department's All Hands on Deck Initiative (AHOD), volunteers from all Wards are needed to assist with general neighborhood beautification and maintenance June 1 - 6, 2009.

Event details are as follows:

Monday, June 1, 2009:

* Ward 5 Fix-It
9 -11am
1300th block of Rhode Island Avenue, NE

* Ward 3 Fix-It
12 - 2pm
3709 Northampton Street, NW

Tuesday, June 2, 2009:

* Ward 6 Fix-It
9 - 11am
100th block of 11th Street, SE

* Ward 8 Fix-It
12 - 2pm
1200 - 1300 blocks of Sumner Road, SE

Wednesday, June 3, 2009:

* Ward 1 Fix-It
10am - 12pm
500th block of Columbia Road, NW

* Ward 2 Fix-It
1 - 3pm
1500th block of 7th Street, NW

Thursday, June 4 2009:

* Ward 4 Fix-It
9 - 11am
600 - 700th blocks of Longfellow Street, NW

Friday, June 5, 2009:

* Ward 7 Fix-It
10am - 12pm
5000th block of Nannie Helen Burroughs

* Mayor and Chief of Police Kick-off City-wide AHOD
4 - 6pm
Location TBD
* Door-to-Door Outreach by human services agencies and Mayor's Office
of Community Relations and Services (MOCRS) in PSAs 302 and 604 to
promote Saturday, June 6 Community Service Centers

Saturday, June 6, 2009:

* Serve DC Community Clean-Up
10am - 12pm
4301 - 4401 Blocks of Livingston Road, SE

* PSA 501 MOCRS Community Clean-Up at Park at Florida Ave. and 1st
Street, NW
* AHOD Community Service Centers (and Community Clean-Ups around the
Centers); Parkview Community Center (693 Otis Place, NW) and Benning
Stoddert Community Center (100 Stoddert Place, SE)

For more information regarding volunteering at the fix-its and community service center events, please contact
Marcus Allen, call (202) 727-6624. For more information regarding volunteering at the Serve DC Community Clean Up, please contact Shirley Hall, (202) 727-8965.

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Property tax abatements (in DC) are a messy messy process

Today's Examiner reports, in "Union Station tax break would cost city millions," that Union Station is seeking a property tax abatement. From the article:

The managers of Union Station stand to reap a tax break of more than $2 million a year under a bill offered by a pair of D.C. Council members to nullify what its backers claim is a prohibitively expensive yearly tax bill.

Legislation introduced by Ward 6 Councilman Tommy Wells and Ward 2 Councilman Jack Evans would replace the station’s $3 million-a-year “possessory interest” tax bill with a payment in lieu of taxes of $253,000 annually.

“Union Station appears to be doing quite well,” Wells said Friday. “The concern is that there is not enough money to put back into Union Station, because it’s paid out in taxes.”Union Station is leased by the federal government to the nonprofit Union Station Redevelopment Corp. and then subleased to New York City-based Ashkenazy Acquisition Corp., which owns the office and retail spaces.

I haven't read the legislation. But what troubles me about this, at least from the article, is that it isn't clear that it is required that 100% of the tax abatement should go to improvements.

It also isn't clear on a business basis, why this for profit business (leasing the interior of the Union Station) isn't profitable enough to pay for investments back into the business.

I remember past articles in the Post such as this article from 2007 "Union Station Is Leased to N.Y. Firm for $160 Million," which states that Union Station has some of the highest sales per square foot of any retail stores in the region. From the article:

The 130 retail stores and restaurants have sales per square foot of $700 to $800, and 29 million people visit the station each year.

The net present value of the lease in 2007 was $160 million (for 84 years). What happened to that $160 million? Great that the investors made so much money. Too bad it didn't go towards upgrading and maintaining Union Station.

The whole commercial property tax abatement is a crop of worms.

To the best of my knowledge, truly independent financial reviews aren't conducted of the requests.

And they are negotiated between the Councilmembers who introduce them and the benefitee, with little if any public input early on in the process. And just the opportunity to testify at a hearing, which by that point, the deal is already done.

E.g., there is a 14.5 year tax abatement approved for the Gateway Residences project in Florida Market, without consideration of the overall needs of the market and how to best address these needs, and what would be adequate and needed amenities. Instead the Councilmember imposed a couple of b.s. amenities that are relatively worthless and not focused on the needs of the market.

Note that wrt the Union Station matter, I haven't talked with CM Wells and maybe this is the best crafted tax abatement legislation ever. (But I doubt it.)

In any case, I think that there should be a system of independent review of property tax abatemetn requests. And that guidance on public finance issues needs to be a part of the Comprehensive Land Use Planning process as well as in the creation of Small Area Plans.

For example, the Florida Market Small Area Plan lacks substantive guidance on these kinds of issues. Plus, to add more "sunshine" to the process, ANCs might want to start weighing in on these matters (even though the typical ANC is unsophisticated and likely to fall under the sway of the organizations requesting the abatements).

But wrt CM Evans, I don't think that there has ever been a commercial property tax abatement request that he hasn't ever embraced.

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H Street Country Club

is a new establishment launched by Joe Englert et al. for the H Street "entertainment" district. The Prince of Petworth has a blog entry about it, "PoP Preview - H Street Country Club," with a couple of interesting photos. The upstairs has a 9 hole putt-putt golf course ($7 to play), each hole with a DC theme such as U Street, The Awakening sculpture, etc.

A commenter to the entry asked what is it about H Street that gets people to go there without good subway access. Here's my take:

What draws people is Joe Englert's realization that he could create a multiplicity of interesting attractions, that there was a hole in the market, and he could buy properties cheap.

He has also developed a "system" for identifying interesting concepts, talented people and connecting them to available properties and financing. And the management behind his establishments is strong. He has two people on staff, one of whom solely deals with DC Office of Tax and Revenue, and the other with the Dept. of Consumer and Regulatory Affairs for permitting. He's leveraged his ability to open businesses "independently" over 12+ establishments, so the fixed costs of dealing with government are spread out. And he has a great track record, so people are willing to lend him money, he can get vendor financing (because over the years he has bought so much product), to reduce the risk of opening as well as the necessary cash outlays.

Plus, he is ADD, so he ends up having a particular kind of creativity that most people don't have within themselves. I think of myself as creative, and I am not in his league--at least with restaurants and taverns. (See "Joe Englert's Office Is a Shrine to Stunted Adolescence" from the City Paper and "Plans to Set The Bar High On H Street NE" from the Post.)

By creating a set of places to go rather than one place, he created critical mass for an entertainment district (a/k/a agglomeration). He created a district. A destination.

As a friend who goes out more than I ever did once said, "when you go out, you aren't really going to a specific establishment as much as an area where there are a bunch of other places to go. If the place you start out at isn't happening, you aren't stuck, you can go somewhere else." (paraphrased)

This is why one great place in a revitalizing district usually isn't enough in and of itself to spur revitalization.

Also see "Richard's Rules for Restaurant-Based Revitalization" although note that they are about restaurants--places to eat--rather than taverns.

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Tuesday, May 26, 2009

Streetcar rails being staged for construction on Benning Road NE

Photo by Ralph G. who writes:

Not a great photo (I took it with my cell phone), but they are getting ready to install streetcar track on Benning Road! The photo is of a pile of streetcar tracks. Apparently, the tracks will be in the middle of the road along this stretch of the corridor.

Monday, May 25, 2009

Old quote of the day

I used to use this in my email .sig. It's relevant to the previous post.

"Even as cities in the United States and elsewhere seek to recharge their economic well-being by restoring (and typically, transforming for contemporary use) evocative buildings, public spaces, and neighborhoods, they also risk erasing the very features that had given these pieces of the urban physical environment their original distinction." -- Spirou, Costas & Larry Bennett. "Revamped Stadium...New neighborhood." Urban Affairs Review. v37:5, May 2002, 675-702.

They wrote the book
It's Hardly Sportin' Stadiums, Neighborhoods and the New Chicago

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"Why I hate DC" or the appropriate tactical strategy to apply to nuisance properties/ disinvestment is investment, not demolition

"Why I hate DC" is a blog. I don't ever read it, I don't have a link to it. I don't like the attitude.

But I can sympathize, at least some of the time.

Here's an example:

From "Fenty Orders Eckington Demolition That Was Already Ordered in 2006" in the City Paper:

Adrian M. Fenty is the closest D.C. has ever come to an imperial mayor. ... On April 23, the mayor appeared to be at it again. On a walk-through of Eckington, Fenty fixated on a “once beautiful, but very dangerous Victorian house,” as described in an e-mail from Alice Thompson, the mayor’s outreach coordinator for Ward 5.

The home at 1811 3rd St. NE was a dilapidated gray house with a spacious front porch, a sizable lawn, and a serious problem with squatters. According to the e-mail, it was “by far the worst property he had seen.”

And so the mayor acted. “He told [Department of Consumer and Regulatory Affairs] to have it razed immediately,” she wrote in the note, sent to a Ward 5 Listserv and Sarah Latterner, director of community relations and services in the mayor’s office.

Roughly two weeks later, on May 6, that’s exactly what happened. The building was scheduled for demolition. Even in the ever-more-efficient District of Columbia, that’s epic turnaround.

So is this just another Fenty power move?


Nah. What Thompson failed to mention in her adulating note was that the Board of Condemnation and Insanitary Buildings had already ordered the building condemned and razed a long time ago. Not earlier that month. Not earlier this year. Not even the year before. In late 2006.
1811 3rd Street NE
So this pretty unique building is gone. (Image from Google Street View)

There is an excellent entry in Tsarchitect (humbling really, it's so well written) about the bits and pieces of history that remain within today's built environment (buildings and urban design), and how this can inform us about the past--if we pay attention. See "Street, Time, and Place." (A book on this broad topic is Stilgoe's Outside Lies Magic.)

The now demolished Victorian building in the Eckington neighborhood was a remnant of the time when the area north of Boundary Street (now Florida Avenue) was Washington County, when the City of Washington, Georgetown, and the County of Washington made up the "District of Columbia" (after the City of Alexandria and Alexandria County, now called Arlington County were retroceded to Virginia). It's likely a house more out of Washington County's rural past, when it was farms (called market gardens then) and estates.
Map of DC and Washington County
Map of the Washington area, 1888. Note that the City of Washington is depicted as an urbanized area, while the area outside of the core is shown as a more rural like area. I believe that in 1890, the U.S. Census determined that the entire District of Columbia qualified as urbanized, and the city and county were merged soon after.

Instead of this building still standing as a marker of very different period of Washington's history, it's gone.

I've had the pleasure of hearing Mayor Joseph Riley of Charleston, South Carolina speak about the value of beauty (and historic preservation) in cities, and how one must be ever vigilant to preserve and extend urban beauty and livability.

Never would Joe Riley's first inclination be to demolish a historic (even if not designated) building.

The appropriate solution to "cure" a nuisance property is not demolition, but investment. It is investment that is the "cure" to disinvestment.

Demolition just creates a different problem, an empty lot that needs to be filled--and that usually takes 5 to 15 years at a minimum, even in strong real estate market periods.

Below is a blog entry from 2008, which repeats in part a blog entry from 2005, which in turn is based on testimony I gave to DC City Council in 2002(!).

The short-term solution for the now demolished building was receivership to get the house back in shape. See how it can be done in the State of Ohio, below...

In DC, our leaders aren't paying attention to what really matters, and they have an incredibly short term view that ought to be sending them to Wall Street, not politics.

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Receivership for Housing

is something that I testified about before the DC City Council beginning in either October or November 2002, I kept it up for a few years, but stopped testifying about it a couple years ago. Today's Post, in "District Planning Push Against 'Slumlords': Court Will Be Asked to Name Special Code Enforcer" reports that Acting City Attorney General Nickles is calling for receivership of multiunit buildings to cure "nuisances."

Below is a blog entry from 2005, which includes excerpts from past testimony about receivership. A couple years ago, I had communication with CM Graham, who indicated that receivership capability already existed.

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The Baltimore Sun reports on the yanking of a certificate of occupancy for a multi-unit apartment that is the site of a great deal of disorder. Northwestern Police District Deputy Major Mary Ellerman is quoted as saying "The only way to rid this area of the problem is to demolish." See "City targets landlord in new tack to rid apartments of drugs, guns."

What about receivership?

Take over the building and get it running right.

It is possible.

This way you displace 20+ households and leave a building to a worse fate. And tearing yet another hole in the fabric of the neighborhood does no one any good.
406 H Street
406 H Street, vacant for more than 20 years.
______________________________________
From previous testimony to DC City Council on these issues (with particular concern about historic properties)

1. Shortsighted nuisance abatement policies too often lead to demolition of historic properties.

Despite the demand for housing in DC’s core, many properties remain vacant, tied up by speculators who are aggressively unconcerned about how their behavior harms nearby residents and entire neighborhoods. Too often, demolition-by-neglect is used as a tool by speculators to assemble property for large-scale development and the conversion of predominately residential areas to commercial use. In the meantime, our neighborhoods are held hostage. When these buildings come down, it’s easy to think that since we have thousands and thousands of historic buildings, losing one doesn’t make much difference.

It does. Every demolished building becomes a vacant lot—negative space—defined by neglect.

Condemning a building and ordering it razed does not abate a nuisance. It simply creates a new nuisance just as persistent, damaging, and long lasting.

2. A Revised Nuisance Property Law is Necessary

In our opinion, the primary tool that the City employs to abate nuisance properties is demolition. Whether or not this is the intent of Council is unclear, but the fact is, by default, the Department of Consumer and Regulatory Affairs is setting prevailing neighborhood stabilization policies through its regulatory activities, and their actions appear to lean towards the razing of properties, rather than the promotion of rehabilitation and habitation.

Not only does tearing down a property destroy unrecoverable assets, it creates a new nuisance in its place, one even harder to abate. While it is true that housing inspections, "Clean it and lien it" and other fines and sanctions exist, such sanctions have impact only if property owners are truly interested in maintaining the building. If not, a property owner prefers to let it rot, and fines will have no impact. A property owner committed to “demolition-by-neglect” can afford the middling fines. The fine for demolishing a building illegally is only $500–chump change to someone trying to build something new that might not otherwise be allowed. By contrast, consider that in San Antonio, fines and penalties for demolition by neglect and illegal demolition are set at the cost of reconstruction. “Market value” fines are likely to be strong deterrents.

While the DC Council passed a new law concerning vacant and nuisance properties, it is unclear how successful this law will be in practice. I am not hopeful.

(a.) The law puts great demands on the Executive Branch, particularly the Department of Consumer and Regulatory Affairs, and it is evident through its words, deeds, and staffing that this agency is unable to meet these new demands.

(b.) Many DCRA inspectors lack critical expertise in assessing historic properties including critical structural engineering expertise, and they appear to be under-concerned about the importance of urban design and form. Given that more than one-third of buildings in this city are more than 60 years old, this knowledge deficit critically under-serves the city. The fact is, most properties can be rehabilitated, in most cases for less than the cost of razing and clearing a property and building new. To be fair to DCRA inspectors, they cannot be expected to know this if they aren’t trained in these assessment techniques, and if the system is stacked in favor of demolition.

(c.) The new law requires the identification and provision of monies to support the creation and operation of a revolving fund for property acquisition and rehabilitation. Money has not been forthcoming, paralyzing action in the interim.

(d.) Despite the existence of current laws requiring maintenance and habitability, many properties seem to escape the notice of inspectors for years and years, until finally the owner requests a demolition permit.

(e.) The Board of Condemnation of Insanitary Buildings, an entity within DCRA, is responsible for the abatement of nuisance properties but it tends instead to simply order their razing. Again, housing policies at the highest levels of the District government should favor the rehabilitation of historic properties, particularly houses, for many reasons. The “out of sight, out of mind” BCIB is perhaps operating in ways counter to the expectations of the City Council.

(f.) With regard to BCIB, it is troubling to discover that while this once was a board made up primarily of citizens, with a limitation of no more than one-third government officials, today the board is comprised predominately of government officials from DCRA, DPW, DHCD, and the Department of Administrative Services. Such officials are susceptible to lobbying by property owners and their representatives, and it is likely that these officials don’t always seek to have the properties independently evaluated by professionals with specific expertise in the stabilization and rehabilitation of historic properties.

While the Vacant and Nuisance Property Act does allow the District Government to take control of properties, this provision is unfunded, and it is likely that this authority will only be used once properties are too far gone to rehabilitate. In short, where are the real tools to take control of properties in order to stabilize and rehabilitate them, in situations where the owner has evinced no desire to maintain them in a habitable condition? This is especially important in DC where so much of the residential housing is attached. The beautiful rows of houses that make our neighborhoods so distinctive are endangered and adjoining residents are at special risk when a single row house becomes a nuisance.

Demolition punches gaping holes in the streetscape, and radically degrades neighborhood character. This kind of demolition of undesignated but eligible properties is going on all over the city and is counter to the neighborhood stabilization and improvement initiatives that the Council and Mayor endeavor to implement.

It is essential that the City Council revisit these issues. The Vacant and Nuisance Property Act and the Housing Act of 2002 are not yet enough to ensure that properties are being rehabilitated rather than destroyed. Agency actions need to be consonant with the desire revitalize neighborhood residential and commercial districts.

3. A Model Receivership Statute For Proactive Abatement of Nuisance Properties is Necessary

One way to address defects in current laws and regulatory activities is for the Council to pass legislation authorizing the appointment of independent receiverships able to take control of properties in order to abate evident public nuisances. Fines and inspections aren’t enough. And, the failure to fund the revolving fund authorized in the Vacant and Nuisance Property Act shows the necessity of identifying and allowing other interested parties to act proactively to revitalize and stabilize our neighborhood residential and commercial districts.

All the many activities that the DC Government is engaged in to restore our neighborhoods and bring people back to our city, from the City Living Campaign to the DC Main Streets program, are undercut by recalcitrant property owners who feel no obligation to maintain their properties. Acting only after a neighborhood suffers years of avoidable neglect fails all of us committed to a livable city.

I have lived in my neighborhood for most of 16 years. There are properties that were boarded up when I moved here – former corner stores and large and small houses, and commercial buildings on H Street–that are still boarded up today. Meanwhile a great deal of renovation is going on, and housing prices have as much as tripled due to increased interest and confidence in the neighborhood as a result of the construction of a new subway station on the northern edge of the neighborhood. But that has had little impact on absentee property owners with no motivation or desire to improve and/or sell their properties, or those trying to assemble large tracts of land for redevelopment.

(The new Class 3 property tax assessments will make a difference. But there are loopholes that property owners are using to avoid being categorized as a Class 3 property, and because these properties carry extremely low assessments due to their dilapidated condition, it may take longer than we wish to have the impact we are looking for—to have property owners put the properties back in play, because it is too expensive to let them sit.)

Nuisance properties degrade our neighborhoods and abet disorder. These “vacant” buildings tend to be problems and eyesores–places for illegally dumped trash to pile up and for loitering, squatting, drug use, prostitution and the like. With the enactment of a receivership law, these buildings can once again contribute to their neighborhoods.

The State of Ohio has a strong Receivership Statute that allows nonprofit organizations to petition the local Housing Court with a plan for the abatement of an identified public nuisance. (Ohio Revised Code; Title 37: Health-Safety-Morals; Chapter 3767, Nuisances; Section 3767.41, Buildings constituting public nuisance; action to enforce regulations; and receivership.)

The Cleveland Restoration Society uses this law to take control of properties that are being "demolished by neglect" and takes forceful action to stabilize and/or to fully rehabilitate the property. They are motivated to do this to preserve buildings in historic districts—but the effect is preservation and stabilization of Cleveland neighborhoods.

The Housing Court can clear title once the nuisance is abated, and the property can be sold to people who agree to live in and maintain the property. Covenants in the sales agreement ensure that the property will be maintained and protected. The best way to abate a nuisance is to fix it and get the house lived-in. Long term, receivership may be one of the best ways to preserve, stabilize, and revitalize our neighborhoods. And judging by how the program seems to be working, independent receiverships are likely to be more effective and more neighborhood-oriented and open to community participation than a program like the Home Again Initiative.

It is important to recognize that in Ohio, title is cleared only after the nuisance is abated. Too many nonprofit organizations in DC have been known for acquiring vacant properties, and then letting the property disintegrate further. In Ohio, receivership plans have deadlines, and unsuccessful receiverships are terminated, making it unlikely that the organization will be able to be in the position of being awarded receivership control of other nuisance properties.

Receivership could be one of the best tools we have to preserve houses—affordable houses—and neighborhoods in the District of Columbia. Without it there is no real way to force the hand of property owners who otherwise have no intention of maintaining habitable buildings. The option of receivership, with the ability to clear and award title to guarantee resale and habitation, would give residents and community organizations the ability to be proactive, rather than reactive and helpless. Besides, having the authority to force receivership will be a strong encouragement to absentee landlords to sell, rather than to sit on their property, and otherwise risk the chance of losing their property without gain. Either way, our neighborhoods win.

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Even a church can do transportation demand management planning

From "Beach Town Churches Brace for Unpredictable Summer Attendance," in today's Washington Post:

While catering to often larger congregations during the summer, pastors must also ensure they are not neglecting their core members. Each summer, Holy Savior Roman Catholic Church, located just blocks from the boardwalk, adds a Saturday evening service at a Methodist church in Berlin so that residents do not have to battle beach traffic.

"It's a 10-minute trip, but sometimes it takes me an hour and a half. It's much easier for me to go over there than for all of those people to come here," said Father John Klevence, who has worked at Holy Savior 12 years. "Ocean City is a small town, ultimately, and there is a good spirit of cooperation here. There has to be."

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Why compact development/Smart Growth/New Urbanism isn't coercion

Jeff Parker editorial cartoon, parking lot
Parking lots are one of the externalities generated by the requirements of a transportation paradigm focused on the automobile.

In response to an e-list discussion about SG/NU as coercion, I wrote:

There is a book review, "Parasites, not philanthropists," in the Washington Times about piracy. From the article:

"The Invisible Hook: The Hidden Economics of Pirates" is aptly taken from the "invisible hand" metaphor employed by Adam Smith in "The Wealth of Nations." "Smith's invisible hand," the author writes, "is as true for criminals as it is for anyone else."

Mr. Leeson found that pirates establish their own governments, relying on the three essential criteria:

- Establish rules and a means to enforce them.
- Regulate behaviors that generate significant externalities.
- Provide important public goods for crew members.


Point 2 is what land use planning should be about, addressing imperfections in the system, imperfections that impose significant costs to large groups of people, instead of enabling benefits--be they transfer of wealth or other externalities--to the privileged (on whatever criteria this may be) rather than the less privileged.

I remember reading a volume of "World's Best Science Fiction" in college, and one of the stories was "The Wasters." In that story, spaceships needed water as ballast and they took it from the seas (maybe in the context of Global Warming that could be a solution rather than a problem) and dumped it as they left orbit or something. Earthlings/politicians got really pissed about this, so they wanted to charge for the water. Instead, the spacers reacted by figuring out they could mine asteroids for ice. When they presented this fait accompli to the Earthlings, the spacers joked that if water supply was a real problem, they'd be happy to sell them asteroidal ice.

Now that reflects the typical libertarian type thread in scifi, but the reality is that in the story, Earth's water supply wasn't unlimited and it was being wasted. And the people taking the water weren't paying for it. While the story showed the triumph of the spacers, the reality is that the spacers started making better economic and environmental decisions because they were being asked to pay for their externalities.

Most people don't like others benefiting disproportionately from gaming the system (cf. the populist response to the bank bailout, the Republican populist response wrt UAW treatment in the auto company bailouts).

If people can get it through their heads how sprawl costs us all (and it was this argument that made former Maryland Governor Parris Glendening such a proponent of SG), then the argument has been turned around.

As long as SG/NU is made out to be more about expanding choice, it is a failing effort, because the prevailing planning and financing and development systems favor massive transfer of wealth to fund the continued expansion of sprawl. As long as sprawl is made out to be about freedom and not people stealing wealth from current and future generations, things won't change much...

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Sunday, May 24, 2009

The WMATA subway system should switch to four door subway cars

A New York City subway R160A M train enters Hewes Street.
Wikipedia image of an R160A NYC subway car with four doors (M Street train, entering Hewes Street station) by Adam E. Moreira.

I've been meaning to write this idea for awhile, but I was seeking a Washington Post Dr. Gridlock feature that I couldn't find (it turns out that the Sunday Metro section Dr. Gridlock features are images that aren't normally indexed within the normal search engine that the Post uses).

And I still can't track it down, but I don't want to wait on the idea... (today is the day for doing some writing).

Going forward, to speed throughput--as one of the biggest choke points on the subway system is the small size of the platform and the time it takes people to exit and enter train cars--is to add one door, from three doors to four doors.

The 72 feet long NYC Subway cars have four doors. WMATA cars are 75 feet long, but only have three doors.
WMATA subway car plush toy

See this past DCist entry, "The Future of Metro Rail Cars" and "Metro Eager To Order 648 High-Tech Rail Cars," from the Washington Post, for more details about the new 7000 series of WMATA subway cars WITH ONLY THREE DOORS.
WMATA 7000 series subway cars
WMATA's next generation 7000 series subway cars have three doors, just like the rest of the subway cars currently used within the subway system. WMATA photo.
NYC R160 subway car, with four doors, from the NYC Subway website
NYC R160 subway car, with four doors, from the NYC Subway website. Image by Peter Ehrlich.

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Self-selection is okay even if that means not living in the city

Streetcar and the U.S. Capitol
Capital Transit 1101 on Pennsylvania Avenue, just west of Peace Monument Loop. This photo gives an excellent view of the third rail slot used to collect power in downtown Washington. Original source unknown.

In a letter today in the Post, "The most hostile place for cars," Washingtonian Jamie Rose complains about increased enforcement of parking laws and expensive gasoline bills from "sitting in downtown gridlock" and opines that increased desires to tax mean that:

By then I'll have moved to the suburbs so I can raise a family amid better schools, bigger parks, more amenities and better roads, which all our ticket dollars are supposed to be providing for us here in Washington.

Now I am the first to say that the city needs to walk on the right side of the line between delicate balance of appropriately fining people for illegal behavior, and taxing the hell out of people. You can overtax people, you can discourage people with choices from staying. Eventually, when the problems and pain in the butt aspects exceeds the benefits of staying, people leave. This is particularly pronounced with families and the quality and predictability of local schools.

But while I concede that the suburbs typically have better schools, and more shopping (retail) options, I would argue that a national class transit system with a highly functioning subway and bus system (even if typical white people seem to be averse to the bus), DC's parks, the environment for walking and bicycling, access to world class museums and libraries (National Archives, Library of Congress)--many of them free, a wide variety of free lectures, movies, concerts, and other offerings, some special amenities such as Eastern Market, the public food market, are worth living in the city for, and make living in the center city a superior choice. The quality of the roads--speaking as a bicyclist I am particularly conversant with the quality of road pavement and maintenance--isn't so bad either, comparable to the suburbs, although sure in terms of the provision of wide arterials with many many lanes, DC doesn't measure up, but I don't consider that a measure of quality necessarily.

Still, we must concede that DC isn't a perfect choice in terms of the quality of local schools and the quality of the delivery of municipal services.

But at the same time, a major problem in "city" "visioning" is the idea that the city needs to be attractive to all possible residential segments. This isn't true. Cities need to specialize and focus around urbanism, and encourage pro-urban behaviors, and discourage anti-urban behaviors.

Automobile-centricity is not to be encouraged. And it is okay if people like Jamie Rose, who prefer automobile-centricity, leave the city.

At the same time, the quality of the transit system and the ability of neighborhoods to deliver quality amenities within walking-bicycling-bus distance, in a convenient and efficient fashion, needs to continually improve, to make the need for an automobility-centric planning and development paradigm (and face it, in a planning and development paradigm of single uses spread out far and wide--typically referred to as "suburban"--a car is extremely useful to efficiently get to and from home, work, school, etc.) unnecessary.
Packard automobile ad, August 1936, featuring the U.S. Capitol in the background
Packard automobile ad, August 1936, featuring the U.S. Capitol in the background.

Somehow I missed this report, "Vehicle registrations drop in District," from the Examiner, about the number of automobiles registered in DC. From the article:

Vehicle registrations dropped 5.8 percent in the District between 2005 and 2008, from 258,100 vehicles to 243,200, according to the report slated to be presented Wednesday to the National Capital Region Transportation Planning Board. That drop occurred even as the D.C. population increased 1.7 percent during that time, according to U.S. Census Bureau figures.

So we have about 260,000 on-street parking spaces, a limited amount of road space (remember that cars are about 15 feet long, plus there is space in between carson the road), 248,338 households in the city and 284,221 housing units (60% are in multiunit buildings). And 400,000 people who don't live in DC travel to and from DC for work, Monday through Friday. Plus millions of people visit the city each year. Plus there are taxis, trucks and other vehicles plying the city's streets.

The city is fixed in size. It's 61 square miles of land. We can't add more land. Therefore, to get around more quickly and efficiently, we need to focus on forms of mobility that are efficient and don't require large amounts of public space (in roads and parking spaces) to serve.
Just Stay in your lane bumpersticker
Here is something I wrote about the topic in 2003, in response to the "campaign to attract 100,000 new residents to the city of Washington," that remains relevant to this discussion:

The whole point about a city, if you are truly committed to the pedestrian-based urban experience, is to not be automobile-dependent. I would never expect to be able to park in Fells Point or Little Italy (or Georgetown or Dupont Circle) on a Friday or Saturday night, unless I got there early. I would use other city-friendly forms of transportation. This leads to something that concerns me about the Mayor's campaign to attract 100,000 more residents to the City.

Obviously, attracting more residents to the city is something we need to do for many reasons -- to increase income tax revenues, to provide more residents -- eyes on the street -- to help stabilize various areas of the city, to provide more people clamoring for high-quality municipal services, etc. But I have some concerns.

.... Second, if we attract 100,000 people that want to drive and park a car everywhere, rather than walking places and/or public transportation or other forms such as bicycling, then we will be destroying the quality of life of our city. In other words, if we attract 70,000 new households with 105,000 or so more vehicles clogging our streets (especially SUVs which take up about 1.5 parking spaces compared to regularly sized cars), owned by people who believe that it is their right and privilege to drive and park their vehicles in the public space — for free — we may well ruin the character of our city. Let's not suburbanize Washington, DC!

Enhancing public transportation in all ways should be the foundation of the “City Living” campaign — enhanced bus services (including maps and marketing), the reinsertion of trolleys in major transportation corridors, continued expansion of heavy rail and the creation of “infill” stations, requiring office buildings to develop transportation demand management programs (like Arlington County), support of Metrochek, etc. -- are a piece of the puzzle.

A “transit city” must keep growing its transportation infrastructure and expanding pro-transit policies and development. If we cede the city to the car, then we will give up all that makes the city livable.

-----
From that standpoint, losing the Jamie Roses, while still working to improve public schools, the quality of municipal services, and transit, is the way to go.

It's "I love city life vs. "Just Stay in your lane."

I love City Life

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Quote of the day

At an estate sale, I picked up a copy of the August 1936 issue of Fortune Magazine. I don't know if you've ever seen old issues of this publication from the 1930s and 1940s, into the 1950s. The issues were more like journals, with cover art rivalling the best New Yorker covers.

This issue has an amazing story about the failure of the U.S. highway system. The story, "Unfit for Modern Motor Traffic," said that with better design, 98% of accidents could be eliminated and all of the congestion.

This quote is still relevant today:

The cold fact is: traffic today is a combination of an eighty-mile-an-hour car in the hands of a twenty-mile-an-hour driver struggling to adjust itself to a thirty-mile-an-hour road. And it doesn't work out very well. (p.87)

although today I think the tables are turned to favor the automobile, as discussions of bicyclist fatalities in two different blog entries in Washcycle, "Insufficient Evidence," and "Bicycling Magazine's "Broken"," indicate.

All road environments have been built for the car at the expense of other users of the street-place environments. The principles of the limited access highway focus on enabling high speeds. High speed doesn't work very well when the driver isn't paying attention, and walkers and bicyclists get in the way.
Spread on ideal highway construction, Fortune Magazine, August 1936
Spread on ideal highway construction, Fortune Magazine, August 1936.

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Transportation demand management and the location of significant facilities

The most basic principle of transportation demand management is that you situate facilities in places that possess or have the potential to be served by multi-modal transportation options. In our region, not owning a car and not liking to wait a long time getting out of a parking lot, I never go to concerts held at the Nissan Pavillion, in Prince William County, Virginia, about 40 miles from Washington, DC. It's just too big a pain in the butt.

The Dutch form of accessibility planning requires that all uses be rated for their transportation demand load and all places be rated for their supply of transportation infrastructure. Zoning directs uses to the places where transportation demand and transportation supply are in rough equilibrium, or to the places where transportation demand is best met.

For example, in DC's zoning laws, churches and schools are matter of right uses in a zone, regardless of location, without any attention paid to whether or not the sites are well-served by transit.

The original intent was to locate what became the Washington Nationals Stadium at New York and Florida Avenues, abutting what is now the New York Avenue Metro Station, and in close proximity to Union Station, which has local railroad passenger services to Virginia and Maryland.
Instead, the stadium was relocated to the Anacostia Waterfront, in order to jumpstart development plans for that area of southeast DC.

The original location would have had much better transit connections than the current location.

Still, it's not an issue only with DC. Part of building a new Yankee Stadium involved the construction of a railroad station immediately serving the station. It cost $91 million. See "Train direct to Yankee Stadium hits a home run with fans," from the New Haven Register. The station is on the Hudson Line, where it will serve as a local station, and service on that line, as well as the Harlem and New Haven lines will be provided on game days.

Camden Yards baseball stadium and the M&T Bank football stadium in Baltimore are reasonably accessible to the MARC train station at Camden Yards (as well as to light rail), except that the region doesn't have a well integrated railroad passenger travel network, and so service tends to not be available--especially from that station, which has limited service hours--when games are played.

From "Metro-North Station Opens at Yankee Stadium" in the NYT City Room blog:

The station connects the Yankees’ new ballpark to Grand Central Terminal in 15 minutes and links the area to places as far north as New Haven, Conn., and Poughkeepsie and Southeast, N.Y. It also has a 450-foot pedestrian bridge that leads from the stadium to the parks that are being built on the Harlem River waterfront.

It cost $91 million — $39 million financed by the city and the rest by the Metropolitan Transportation Authority — and it was concluded in exactly two years, in spite of the fact that it was built over active railroad tracks, Mayor Michael R. Bloomberg said.

“It’s another alternative to taking the subway here,” Mr. Bloomberg said. “And the more alternatives you give, the fewer people will drive.”

Reducing traffic in an area that has one of the city’s highest asthma rates is one of the station’s main goals. Transportation authority officials estimate that on game days alone, 10,000 people will pass through the station, having forgone their cars for a train ride. On other days, the expectation is that 5,000 to 10,000 people on average will take the train.

Photo of the Yankee Stadium - E. 153rd Street Station under construction.

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Saturday, May 23, 2009

New York Magazine article about NYC DOT Commissioner Janette Sadik-Khan

LEFT: Before; RIGHT: A New Madison Square
LEFT: Before; RIGHT: A New Madison Square. Last summer, the Department of Transportation remapped Broadway above 23rd Street. Downtown traffic that used to cross Fifth Avenue now merges with it on the west side of the street.1. A dedicated bike lane runs to the east of three lanes of Fifth Avenue.2. Three lanes of traffic were converted ot 41,700 square feet of public space.3. Café tables are maintained by the Flatiron/23rd Street Partnership.4. The discontinued sections of Broadway and Fifth Avenue were painted over with an epoxied gravel surface. (Photo: Courtesy of the New York City Department of Transportation)

"Honk, Honk, Aaah" is interesting in part because of the comments appended by readers. Many are quite interesting, such as asking why is biking called elitist when it is cheap enough for anyone to partake? Another negative comment asks a reasonable question from a mobility standpoint, about taking away for new bike lanes, hundreds of parking spaces in outer borough areas where bicycling isn't prevalent, but response comments are interesting, etc.

The article is about the idea of complete streets, about reorienting urban transportation policies and practices back towards pedestrians, transit and bicycling, and away from automobiles.

It offers some guidance to DC about action. Here, the car is still supreme, especially in terms of neighborhood resident concerns as expressed at public meetings, and in City Council deliberations, etc.

At the aforementioned conferences on Thursday, DC's planning director, Harriet Tregoning, spoke at both, including the keynote at the Urban Nexus conference. (Notes in a later blog entry.)

In both presentations she keyed on a couple numbers and ideas around the fact that the more you spend on transportation, the less you can spend on other things, including housing and consumer purchases.

In DC, Ms. Tregoning said that the average transportation cost per household is $9,500, but it is almost double that in the suburbs, and that for each $10,000 of household spending you can leverage at least $100,000 of mortgage. (Note that depending on whether or not you rely on transit and get transit benefits from your employer, the amount can be significantly less than $9,500. I haven't figured it out, but our household spends easily less than $3,000/year on transportation, giving us more money to do other things.)

She said that DC sales tax revenue increased in the last half of 2008, while it declined in most other places, and she attributes this to their being a larger disposable income in DC households, because less money is spent on transportation per capita, when compared to national averages. (Note that this idea jibes with the findings of Newman and Kenworthy's studies of metropolitan regions around the world, where they find that the areas of highest income have the best transit systems.)

This aligns then with the point that I make that a great transit system is key to center city competitive advantage. But it's an advantage that has two dimensions.

First, you don't have to pay for a car.

Second, you can get around relatively quickly without needing a car. As the region continues to become more congested* (also see "Traffic Congestion Dips As Economy Plunges: Survey Finds Rush-Hour Highways Less Packed in Downturn" from the Post), not having to get around by relying on cars is another economic advantage. This places DC ahead of all the other jurisdictions in the region, including Arlington, because at the core of the city, DC has 29 subway stations, in about a 15 square mile area. (Of course this means that other areas of the city aren't as well connected, and this should be addressed.)

* Road congestion is a pretty simple issue. A car is about 15 feet long and usually has one or two passengers. A 60 foot long articulated long bus is equal to about 4 cars in terms of using on-road space, cbut carries 60 to 100 people. Of course, an underground subway train, not hindered at all by automobiles, can move up to 1,500 people every 90 seconds. In any case, cars are an inefficient use of precious on-street space in places with limited space.
Mobility efficiency -- Passonneau
Mobility efficiency. From the Central Washington (DC) Transportation and Civic Design Study, 1977, published by the National Endowment of the Arts.

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Friday, May 22, 2009

Luggage escalator, railroad station, Coburg, Germany

In his comment to the previous entry, w mentions the existence of luggage escalators at train stations in Germany. Here is an image by Gretchen Meyers. Imagine if there were something like this at the National Airport and Union Station subway stations.

Again, by building in considerations for different types of rider demographics into your planning frameworks, and not limiting your consideration of best practices to only your own locality, you can maintain, strengthen and extend livability and quality of life not just for residents, but for everyone. But if you look at these issues within extremely narrow confines, you're not likely to do much of anything new or better.

Bikes belong -- ramp for bicycles alongside stairs, Regensburg, Germany

This photo is by frequent blog commenter w, from his recent trip to Germany. I like it because it shows a very basic design technique, that if you build an extended walkway with a "well" for bicyclists, then bicyclists can go up and down stairs quite easily.

It's also relevant to the point I made yesterday about the framework for design review that is part of the NYC Street Design Manual.

When you have a robust and complete framework that considers this type of issue where relevant as part of a thorough consideration of bicycling issues within a street design plan, you are going to build into the system a robustness that makes bicycling easier, and therefore much more likely to happen, and it doesn't cost more to do, if you employ these kinds of techniques as a matter of course within new street projects going forward.

Whereas I think DC's bicycle planners might push for this, the systems and frameworks to ensure it happens both in the planning phases of projects (which are run by people not from the pedestrian-bicycling-transportation demand management unit) as well as the design, engineering and construction phases of projects (the Infrastructure Project Management Administration (IPMA)) don't necessarily exist.

And I don't think that DDOT's chief engineer is focused as much on pedestrians and bicyclists as she is on road construction and working within the city's budget on a short term time frame.

So again, if we had more robust design and process frameworks, the individual biases of various people in positions of authority would be cancelled out by the process, and instead the focus would be on obtaining high quality outcomes.

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Another example of getting the story wrong

While I agree that DC is maybe a little too gung ho about ticketing, the reality is that the city has about 260,000 on-street parking spaces throughout the city (see the DDOT report Mayor’s Parking Task Force (2003)) and fewer than 10% of the spaces are metered. In short, there is a limited supply of spaces.

So like Bill Myers who wrote about the lamentations of police officers getting tickets while being paid overtime for testifying at the Courts in the Examiner, Tim Craig focuses on the plight of people breaking the law and having to pay for it, in "Street Sweepers May Ticket You " from the Post.

As of the 2007 Census, there are 248,338 households in the city. While 38% of the households don't have cars at all, that still means that there are at least 154,000 cars out there waiting and wanting to be parked. Even if all of the automobile drivers aren't looking to park on the street, that's a lot of cars out there.

There are about 570,000 jobs in the city, of which 400,000 are occupied by people who don't live in the city. Many of them drive in.

In short, there aren't enough parking spaces to accommodate 248,338 households, 400,000 non-resident workers, millions of visitors, all the delivery traffic, etc.

So you provide "incentives" to use forms other than driving to come to the city. Tickets are disincentives, and they are good incentives for people to make better decisions, just as parking fees are. For example, the Fairfax edition of the Post Extra section has this article, "For More Riders, 'the Bus Is Beautiful': Commuters Leaving Cars at Home To Save the Cost of Parking at the Metro." The concept is the same...

From the article:

Bad luck put Haydee Moore, 60, on Fairfax Connector Bus No. 621 from her home in Penderbrook to the Vienna Metro station last week, after her car had broken down.

But bad luck turned to good when she discovered how comfortable the 45-minute ride was, how much easier it was than staking out the always-full Park-and-Ride lot at the station, and how much cheaper it was than paying the $5 daily parking fee.

"The bus is beautiful," Moore said as she prepared to board a train to Metro Center, where she works as a makeup artist and cosmetics marketer in a department store. Moore's car is fixed, but she has no plans to return to her old commute, she said.

Optimal mobility is not automobility. And if Haydee Moore can learn this, so can others.
Cars-buses-walking-bicycling
Image extracted from the Vancouver BC Transportation Plan.

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Agility and robust processes

One thing that Christopher said once that I always find funny is that I read obscure publications so that people like him don't have to. Recently, I started getting the magazine Public CIO, for information technology workers and policymakers in government.

The current issue has two articles that are fully relevant to the topics of the creation and delivery of transformational programs, iterative planning and development, and robust processes as they concern government, more broadly than only the IT sphere, even though the magazine is about information technology.

The article "Agile Development Speeds Government Software Development" discusses a more iterative process for developing software. From the article:

Specifically agile development:

Stresses collaboration and communication. Team members, customers and other stakeholders work together.
Is highly iterative. Teams work in short development cycles -- perhaps two to four weeks -- and deliver a functional, tested software module at the end of each cycle.
Is self-organizing. Agile uses formal processes but allows teams to govern themselves as much as possible.
Emphasizes customer value. When customer requirements change, that's a normal part of the process, not a nuisance. Success is measured in value delivered, not in days ahead of schedule or dollars under budget.
Encourages continuous improvement. After each development cycle, team members reflect on what went right and wrong, and propose improvements.


Agile development contrasts sharply with the development model known as "waterfall." Under that traditional approach, developers finish one project phase completely before moving to the next, cascading from requirements to design, implementation, verification and maintenance.

Waterfall development doesn't work well because humans can't predict every function and feature they will need in an application, said Scott Ambler, worldwide practice leader of agile development with the IBM Software Group. When customers see how software is shaping up, they refine their ideas. "If we go against human nature, we actually increase the risk," he said.

The other article,"Gopal Kapur: Six Secrets to Information Technology Project Management Success," is applicable to project management generally. The six skills are:

1. Process;
2. Skill;
3. Techniques;
4. (having) Tools;
5. Accountability;
6. Discipline.

You can imagine I like what the article says about process:

Process: It's a particular method of doing something that generally involves a number of steps or operations that result in a predictable outcome. The implication is that the actions have been tried and tested and have consistently resulted in a desired, successful outcome. Examples are financial due diligence before acquiring a business, the doctor's pre-op patient examination, the pilot's preflight check and the chef's proven recipe. Having access to a well defined process significantly improves the odds that a project will be completed successfully. Therefore, it's important that your project managers have access to a well defined portfolio- and project-management process that is followed diligently.

The specific steps involved in achieving a high process utilization rating are:

• define the process;
• communicate the process;
• educate key stakeholders;
• train project managers;
• check process utilization; and
• improve process utilization.


I think the weaknesses in planning (land use, transportation, parks and recreation, schools, libraries, capital improvements, health and wellness care, emergency services, etc.) that I write about ad infinitum in this blog result from a lack of appropriately focused and developed processes. It's not just a problem in DC, although the weaknesses in DC planning processes help me understand the broader problem.

(My joke is that working on planning issues in DC is comparable to dog years, each year is like seven...)

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