Category New Urbanism

From Greater Greater Washington

The Washington region is second in the nation in having housing and jobs in walkable places, a new report says. A real stand-out for our region, compared to other similar cities, are the walkable places even outside the center city like Silver Spring and Reston.

The report, by Christopher Leinberger and Michael Rodriguez from the George Washington University School of Business, ranks the US’s 30 largest metropolitan areas based on their “WalkUPs,” or “walkable urban places.”

Friends of White Flint looks forward to the day when the Pike District makes the list of walkable places.

Can the Pike District be a 15-minute city? Should the Pike District be a 15-minute city?

From CNU

The 15-minute city is defined by its ability to provide access to all human needs by walking or bicycling for a quarter hour or less. Transit should be provided within the 15-minute city, but cannot accurately define its scale.

When an urban area achieves the 15-minute city goal, several positive implications follow:

• It is socioeconomically equitable—those without a car could easily access all their needs.
• The area is small enough that measuring diversity, in balance, produces a useful indicator. In larger geographic areas, diversity has less meaning because many human needs could be too distant to be easily accessible anyway.
• The need for transportation is minimized—and therefore the reduction in fuel mitigates global warming.
• Human-powered transportation, which improves health and well-being, is promoted.
• The convenient location of services, accessible by multiple modes, saves time and improves quality of life.

The 15-minute city implies three levels of sheds:

1. The 5-minute walk shed, a quarter-mile from center to edge, indicating the individual neighborhood. Each quarter-mile shed must have ordinary daily needs, a range of housing types, and a center (generally a public square or main street with minimal mixed use). Small businesses, at least, are located in the neighborhood.
2. A 15-minute walk shed, three-quarters of a mile from center to edge, is the maximum distance that most people are going to walk. Within this shed should be located a full mix of uses, including a grocery store, pharmacy, general merchandise, and public schools. Larger parks that serve multiple neighborhoods will be found here, in addition to larger employers—but not necessarily the region’s biggest. The 15-minute walk shed provides access to regional transit—at least one station. This shed is similar in size to a 5-minute bicycle shed, and the bicycle can be used to transport purchased goods. The shed provides for weekly and daily needs. .
3. The 15-minute bicycle shed would give access to major cultural, medical, and higher education facilities. Regional parks and major employers can be found here. Access to intercity transit may be available. This shed provides access to special needs. The total extent of the 15-minute city is therefore defined by the three-mile radius of the 15-minute bike ride.

Read the rest of the article here and learn more about the 15-minute city.

From Bloomberg News

This article explores the concept of the 15-minute city, which pretty much means most everything you need in life — friends, work, stores, recreation, restaurants, etc. — is just 15 minutes away, preferably by walking, biking, or public transit. It’s quite an interesting article. I encourage you to give it a quick peruse, but if you’re short of time, here are a few highlights.

From Paris to Portland, cities are attempting to give residents
everything they need within a few minutes of their front doors.

Taken together, the new trees and cycleways, community
facilities and social housing, homes and workplaces all reflect a
potentially transformative vision for urban planners: the 15-minute
city. “The 15-minute city represents the possibility of a
decentralized city,” says Carlos Moreno, a scientific director and
professor specializing in complex systems and innovation at

At its heart is the concept of mixing urban social functions to create a vibrant vicinity”—replicated, like fractals, across an entire urban expanse.

As workplaces, stores, and homes are brought into closer proximity, street space previously dedicated to cars is freed up, eliminating pollution and making way for gardens, bike lanes, and sports and leisure facilities. All of this allows residents to bring their daily activities out of their homes (which in Paris tend to be small) and into welcoming, safe streets and squares.

Adie Tomer, a fellow at Brookings’ Metropolitan Policy Program and co-author of the report, says the 15-minute concept falls flat in America because “people in the U.S. already live in a 15-minute city, it’s just that they’re covering vast distances in a car.” Planners concerned with urban livability and rising carbon emissions might do well to focus on distance rather than time, he says. He suggests that the “3-mile city” might resonate better.

From the Mercatus Center at George Mason University

Policymakers in Fairfax County, Virginia, passed an ambitious redevelopment plan for the Tysons area in 2010, in anticipation of a new Metrorail line, hoping to transform a suburban, car-oriented area into a walkable, transit-oriented downtown. Notably, the plan reformed zoning rules to allow for much more development, especially the construction of high-rise multifamily housing, in this wealthy suburban community on the outskirts of Washing­ton, DC.

In “The Politics of Redevelopment Planning in Tysons and Outcomes 10 Years Later,” Emily Hamilton finds that the Tysons area has been more successful in its progress toward the goal of housing construction than the goal of walkability.

Good Progress Toward the Residential Construction Objectives in Tysons

The shortage of housing in the places where people want to live is a challenge across the country. The shortage is greatest in high-income suburban jurisdictions such as Fairfax County. Many current reform efforts to allow more housing construction focus on single-family zoning. In 2019, for example, Oregon rolled back existing single-family zoning for much of the state, and in 2020 legislators in five other US states introduced similar bills.

Fairfax County policymakers took a different approach to the problem. The Tysons redevelopment plan permits construction of multifamily buildings on land that had been previously zoned for commercial use, leaving single-family neighborhoods untouched. The 2010 redevelopment plan for Tysons is currently on track to meet its target of adding 80,000 more residents by the middle of this century. Thousands of new arrivals have already been able to move into this part of a wealthy suburban county.

Less Progress Toward Walkability Goals

The redevelopment plan sought to turn Tysons into a walkable downtown with a mix of office, residential, and retail spaces near the Metro stations. The Tysons plan framed the permitting of more multifamily housing as a means to achieve greater walkability, attract a residential population that would support local businesses, and cre­ate livelier sidewalks and public spaces. So far, however, car-oriented infrastructure remains an important obstacle to walkability.

Rather than going underground, the new Metro line was built above ground in the center of major, pedestrian-hostile arterials. The stations are elevated, too, and have to be reached by long pedestrian bridges. The station place­ment has resulted in the development of little more than “islands” of walkability in Tysons.

Key Takeaway

The redevelopment plan for Tysons was framed as a bold effort to transform a suburban, highway-oriented place dominated by office parks and shopping malls into walkable neighborhoods. Little progress has been made in this regard to date. However, the plan has been more successful in its efforts to promote new housing. Tysons thus serves as one example of overcoming regulatory barriers to new housing that have been politically difficult to over­come in other high-demand locations that are demographically similar to Fairfax County.

Grab a seat, bring your lawn chair or lay down your picnic blanket, the Pike District launched a pop-up picnic park initiative aimed at giving local restaurants additional outdoor seating options for their customers.

As Montgomery County moves through its COVID-19 reopening phasing, the Pike District continues to support local restaurants and food vendors whose seating capacity has been limited by local regulations. Through the help of the Montgomery County Parks and Recreation, WMATA and the North Bethesda Marriott and Conference Center, the Pike District is now offering four temporary picnic parks in the area.

The four park locations are:

• Market Street Park: At the corner of Market Street and Executive Boulevard (next to the Conference Center parking garage)
• The Hill: at the corner of Rockville Pike and Old Georgetown Road
• Wall Park: at the corner of Executive Boulevard and Nicholson Lane
• The Patio: at the corner of Rockville Pike and Marinelli Road near the west side entrance to the White Flint Metro Station

Blanketed under a canopy of lights and flanked with colorful banners, the largest of the picnic parks is Market Street offering fourteen picnic tables and additional marked seating areas for a bring-your-own seated picnic. Areas are all positioned to be eight feet in diameter and six feet apart. A hand sanitizing station and cleaning supplies are available on site to provide additional safety measures. The three other parks also offer responsibly distanced picnic tables and additional space.

The pop-up picnic areas are expected to remain available through the fall. The number of persons in any one group may not exceed the Montgomery County COVID-19 regulations.

Picnickers are encouraged to order at local Pike District restaurants and bring their meals to the pop-up park to enjoy. Share your photos of your pop-up picnic in the Pike District using hashtag: #pikedistrictpicnic for a chance to win a $50 gift card to a local Pike District restaurant.

About Pike District
Pike District is North Bethesda’s urban core, bustling with dynamic shopping, dining and living experiences with access to world-class entertainment, arts, culture and recreation. For more information, please visit www.PikeDistrict.org.

What streets should become slow shared streets in your neighborhood?

From WAMU 88.5 Radio

During the early stages of reopening, Maryland’s largest county quickly turned downtown streets into open-air dining. Officials closed roads near trails to create temporary greenways, making more space for overcrowded trail users.  

Now, residents can request that their neighborhood streets get the “shared streets” treatment of barricades and signs at the end of a block indicating local traffic only. The idea is to open them up for safer walking, biking and play.

As people have been stuck at home, traffic has dipped way down. Some people are reluctant to get into shared, enclosed spaces like buses and ride-hailing vehicles. So cities across the world are developing new strategies: adding hundreds of miles of new bike lanes, creating “streateries” and repurposing streets for recreation.

Streets along trails in Aspen Hill and Silver Spring have been closed to thru traffic to allow more space for trail users. Greenways may also soon come to areas like Wheaton, Glenmont, Silver Spring, Takoma Park and Forest Glen.

These smaller closures on neighborhood streets are a one-time request that can be made by any resident.

MCDOT will come set up signs block off half of the road with a “road closed to thru traffic” sign at the ends of the area to help cut down on traffic and alert drivers that the block is being used for walking and cycling. Drivers can still use the streets but they must slow down and share the street with people. The one-time request can be for a Monday through Thursday closure or a Friday through Sunday closure.

The Washington Post could have been writing about the Pike District instead of Atlanta suburbs in this recent article. (In fact, the question does occur to me: why didn’t they mention the White Flint/Pike District area’s burgeoning transformation to a walkable, urban lite community?)

https://www.washingtonpost.com/realestate/city-living-in-the-suburbs-drives-housing-trend/2020/06/24/e7e52b6a-6de3-11ea-aa80-c2470c6b2034_story.html

“Looking at the history of human settlement, it was one of mixed-use and walkable environments,” said Hull. “Why did people live that way? Because travel was arduous either by foot, riding in a buggy or on horseback. . . . The automobile enabled the suburbs. Now things have devolved and travel has once again become arduous. We’ve come full circle in a way.”

On a blustery Saturday, resident, business, and property owner board members from Friends of White Flint took Councilmember Andrew Friedson and Councilmember Evan Glass on a tour of the Pike District/White Flint. It was wonderful talking about ways to make our community safer for pedestrians and cyclists, more activated, and more vibrant. We discussed the importance of all sides … government, business, residents, and property owners … doing their part to create a more wonderful Pike District.

We’re excited to work with the County Council, County Executive’s Office, MCDOT, and SHA to move forward projects that make the Pike District the best it can be.

The purpose of Montgomery Parks’ Energized Public Spaces (EPS) Design Guidelines is to create energized, inviting, easily accessible, attractive, comfortable, and safe public spaces.

The EPS Design Guidelines will provide overall direction for major features of parks and public spaces design including the recommended size, type of experiences and amenities that each park type should provide. You can read a draft of the EPS Design Guidelines here.

When complete, the EPS Design Guidelines will be a companion document to the Energized Public Spaces (EPS) Functional Master Plan.

The Vision & Goals

These guidelines will aim to create places within a short walk where people of all ages and incomes can meet, play, relax, exercise, enjoy nature and more in a range of public spaces where we have the most people.

The guidelines will develop flexible guidelines for public spaces, create a common language for planners, developers, and citizens, and examples that illustrate the guidelines intent.

Public Input

Ideas and comments from the public are welcome throughout the planning process. The public is welcome to submit comments our Open Town Hall Webpage  or Contact the Project Coordinator for additional information. There will be a public hearing on February 28th.

From Science Daily

Public transportation systems provide numerous economic benefits for a community. An added public health bonus provided by such systems may be lower obesity rates.

A new study by researchers from the University of Illinois at Urbana-Champaign and Georgia Tech compared and analyzed county data from 2001 and 2009. They found that a single percentage-point increase in mass transit ridership is associated with a 0.473 percentage-point lower obesity rate in counties across the United States.

“Opting for mass transit over driving creates opportunities for exercise that may otherwise not exist,” said?Sheldon H. Jacobson, a co-author of the study and a Founder Professor of Computer Science at Illinois. “Instead of just stepping out of the house and into his car, riders need to walk from their home to a bus stop and from their stop to their destination.”

The results of the study, published in the journal Transportation Research Part A: Policy and Practice, details a computational analysis of publicly available health, transportation, and census data across 227 counties from 45 states in 2001 and 2009. Differences in economic and lifestyle factors including leisure-time exercise, household income, health care coverage, and public transit funding were included in the analysis.

The new analysis is consistent with previous work by the researchers — which found that each percentage-point increase in a county’s public transit ridership was associated with a 0.221 percentage-point lower obesity rate.

“The new work takes a longitudinal approach, meaning that we examined differences between 2001 and 2009, allowing us to better control for factors that could otherwise influence the analysis,” said co-author Douglas M. King, a Senior Lecturer in the Department of Industrial and Enterprise Systems Engineering at Illinois. “For example, factors like weather or physical geography that can influence the obesity rate of a county in both 2001 and 2009 are controlled since their impact is present in both time periods.”

While the calculated estimates from the two studies differ in magnitude, they do not differ in a statistically significant way, the researchers note. However, both studies suggest that increasing public transit usage is associated with a reduction in a county’s obesity rate.

“Because this analysis is at the county level,, the implications for an average person are not clear,” Jacobson said. “The results indicate that when more people opt to use public transit, the county-level obesity rate tends to drop, though it does not necessarily imply that any one particular person is less likely to be obese if they ride transit frequently.”

This study focuses on data collected in 2001 and 2009, when rail and bus were the primary modes of public transportation in the U.S.

“It will be interesting to see how Uber and Lyft, as well as bike-share programs will influence this type of analysis in the future,” Jacobson said. “Our research suggests that investing in public transit can provide more efficient transportation options that not only help the environment but may also offer public health benefits.”