Check in on
Smart Growth:
✔ transportation
funding
✔ green design
✔ land conservation
✔ voter preference
✔ form-based codes
SUMMER 2007
✔ street planning
Smart Growth
Progress
Report

A Smart Growth Check Up
A
re Smart Growth concepts having an effect on
planning and development in America? Is low-
density sprawl continuing unabated, or has a
new approach taken hold? In this issue of On Common
Ground, we give you a progress report on Smart Growth.
As Jason Miller reports on page 50, America’s growth
occurs primarily in the suburbs and exurbs, in a low-
density form that requires a vehicle to get anywhere—
but a shift is occurring. This shift is being noticed by
major homebuilders and real estate companies, who
have recognized that a market for walkable communities
has arisen. This market is being met not only in central
cities, but in new suburban developments that use many
Smart Growth concepts of higher density, mixed-use,
pedestrian-friendly neighborhoods. Consumers are
starting to make the connection between the form of
development and everyday issues, such as how much
exercise they get, as reported by Heidi Johnson-Wright
on page 32. Environmentalists are integrating Smart
Growth concepts into green building practices, as
reported by John Van Gieson on page 38.
These Smart Growth approaches are becoming
evident in public policy as well as the marketplace. In the November 2006 elections,
as David Goldberg tells us on page 6, voters were clear in their support for
community planning. Open space conservation and funding of transportation
alternatives were also popular with voters, as reported by Christine Sexton (p. 14)
and Steve Wright (p. 20), respectively. State governments are adopting new
transportation policies that recognize the needs of pedestrians and transit users,
according to Barbara McCann on page 26. And, as Brad Broberg reports in his article
on form-based codes on page 44, local communities are adopting new planning and
regulatory techniques that will make it easier to achieve Smart Growth.
These market trends and public policy directions suggest that Smart Growth is
alive and well.
For more information on NAR and Smart Editor
Growth, go to www.realtor.org/smartgrowth. Joseph R. Molinaro
Manager, Smart Growth Programs
On Common Ground is published twice a year by NATIONAL ASSOCIATION OF REALTORS®
the Government Affairs office of the NATIONAL 500 New Jersey Avenue, NW
ASSOCIATION OF REALTORS® (NAR), and is Washington, DC 20001
distributed free of charge. The publication
presents a wide range of views on Smart Growth Distribution
issues, with the goal of encouraging a dialogue For more copies of this issue or to be placed on
among REALTORS®, elected officials and other our mailing list for future issues of On Common
interested citizens. The opinions expressed in Ground, please contact Ted Wright, NAR
On Common Ground are those of the authors and Government Affairs, at (202) 383-1206 or
do not necessarily reflect the opinions or policy of twright@realtors.org.
the NATIONAL ASSOCIATION OF REALTORS®,
its members or affiliate organizations.
2 ON COMMON GROUND SUMMER 2007 SUMMER 2007 ON COMMON GROUND 3

26
Complete the Streets On Common Ground
Summer 2007
32 44
6 The Pulse at the Polls
In 2006, voters shunned extreme
anti-planning measures, while
rewarding forward-looking vision.
by David Goldberg
Path to Better Health
14 Land Conservation Continues to Win
Form-Based Codes
Nationwide, voters support the
smart use of land.
by Christine Sexton
20 Transportation Financing
Creative solutions for the problem of
future transportation development
and maintenance funding.
by Steve Wright
26 Complete The Streets for Smart Growth
Planners figure out the puzzle
to pedestrian-friendly roadways.
by Barbara McCann
32 On the Right Path to Better Health
Smart Growth has the potential
to improve your health.
by Heidi Johnson-Wright
14 38
38 Design Green
The green building and Smart
Land Design Growth connection.
Conservation Green by John Van Gieson
44 Making Smart Growth Possible
with Form-Based Codes
A closer look at form-based code developments.
6
by Brad Broberg
The Pulse 50 A Tale of Two Cities
at the Polls Long the inhabitant of central cities, America’s
economy has migrated to the suburbs and
exurbs—but not entirely.
by Jason Miller
56 Smart Growth in the States
20
On Common Ground thanks the following contributors and organizations for photographs, illustrations and artist renderings
reprinted in this issue: Brett Van Akkeren, U.S. EPA; Gayle Anderson, Los Angeles County Metropolitan Transit Authority;
Geoffrey Anderson, U.S. EPA; Lisa Babbs; Corinne Bloomfield, City of Hillsboro Parks & Recreation (Oregon); Fred Boykin,
Decatur City Commission; Ken Bryan, Rails-to-Trails; DJ Burk, Old Town Wichita; Robert Gibbons, Metro Transit
Minneapolis/St. Paul Metro Area; Russell Grace, The Trust for Public Land; Art Guzzetti, American Public Transportation
Transportation Financing Association; Alleyn Harned, Office of the Secretary of the Virginia Department of Transportation; Peter Katz; James
Kennedy, Contra Costa County Community Development Department; Aisling Kerins, Futurewise; Jason Miller; Anne
Nelson, The Trust for Public Land; Pedestrian and Bicycle Information Center; Alan E. Pisarski; Project for Public Spaces;
Eric Stachon, 1000 Friends of Oregon; G. Kim “KT” Taylor, Pacific Realty Associates, L.P Jenna Thomas, GCI Group;
.;
Maureen Toms, Contra Costa County Community Development Department Redevelopment Agency; Virginians for Better
Transportation; Michael Wray, The Trust for Public Land; and Trevor Wrayton, Virginia Department of Transportation.
4 ON COMMON GROUND SUMMER 2007 SUMMER 2007 ON COMMON GROUND 5

“No 993” cut in a Washington state barley field
The
Pulse at the Polls
In 2006, voters shunned extreme
anti-planning measures, while rewarding
✔
forward-looking vision
By David Goldberg
T
he November 2006 election, watershed that it was in national politics, also was pivotal in the
progress toward better planning and more livable neighborhoods, cities and metro areas. But, it
was as important for what did not happen as for what voters actually approved.
When the dust settled, the voters had approved a great deal from the perspective of Smart Growth
practices and policies. At least 13 governors were elected or re-elected after advocating strongly for
policies such as focusing public investment in older towns and cities; fixing existing infrastructure before
expanding into undeveloped land; creating more affordable housing near job centers; investing in
complete transportation systems that include roads, transit and safe streets for people on foot or bike; and
protecting critical farmland, forests and other natural areas. Voters approved 70 percent of the ballot
measures supporting public transportation, voting to spend $40 billion in new transit-related investments,
at the local, regional and state levels. The November vote was the strongest ever for land conservation
measures, with voters in 23 states approving nearly 100 ballot measures totaling $5.73 billion in new
funding, surpassing the record of $5.68 billion set in 1998.
6 ON COMMON GROUND SUMMER 2007 SUMMER 2007 ON COMMON GROUND 7

Nevertheless, that progress may well have been eclipsed had voters across the West embraced extreme
measures that sought to dramatically curtail communities’ right to use planning and zoning to shape their When the dust settled, the in more than a decade, and they had hoped to
replicate it many times over in 2006. The initiative
growth and development. These so-called “regulatory takings” initiatives, part of a coordinated campaign
by antigovernment groups, would require taxpayers to pay landowners any time a rezoning or other
voters had approved a great was presented to voters with an appealingly
worded ballot title that read: “Governments must
regulation reduced the speculative value of their property. In effect, this would have forced communities
to pay certain landowners or developers to obey zoning and land-use laws. Under most of the measures,
deal from the perspective of pay owners, or forgo enforcement, when certain
land-use restrictions reduce property value.” It was
communities that couldn’t pay would have to waive their planning rules or environmental protections,
exclusively for those landowners. After making it to the ballot in four states (others were disqualified for
Smart Growth practices sold through a slick marketing campaign that
featured a nonagenarian widow, Dorothy English,
various reasons), these “takings” initiatives were rejected by voters in California, Washington and Idaho. and policies. who told a story of how a 30-year-old zoning
Only Arizona adopted such a measure. change had prevented her and her now-deceased
husband from realizing their
The Oregon bombshell dream of developing their
These were copycats, to one degree or another, of Oregon’s Measure 37, which voters approved in a rural property and living off
statewide referendum in 2004. Measure 37 was the first major win for extreme property rights advocates the proceeds. Measure 37,
supporters said, would allow
English to demand that local
Oregon’s and state governments pay her
the windfall that would have
Measure 37 come had she been allowed to
build a subdivision on her
was the first property.
What the “pro” campaign did
major win not explain to voters was that
Measure 37 would throw into
for extreme chaos 30 years worth of
planning, zoning and protection
property rights of farm and forest land. Most
advocates in localities don’t have millions of
tax dollars lying around to pay
more than claims for long-ago down-
zonings, meaning that
a decade. governments would have to “forgo enforcement” of
zoning and land protections—but only for
landowners who had owned land long enough to
make a claim. Everyone else had to abide by the
laws, and watch as farms and forests gave way to
subdivisions, gravel pits, strip centers or other
unexpected development.
Capitalizing on the eminent domain backlash
Even as Oregonians were trying to sort through
the implications of Measure 37, anti-regulation
activists were looking to duplicate it in other states.
However, because Oregon is nearly alone in having
a comprehensive system of land planning, there
were fewer obvious hooks to excite voter interest in
other states. That seemed to change in June 2005,
when the U.S. Supreme Court ruled that the city of
New London, Conn., had the right to condemn the
homes of Susette Kelo and six others to make room
for “economic development”—in this case, a 100-
acre drug manufacturing complex. The court did
not expand the use of eminent domain, but rather
declared that limiting it in this instance was a state,
not a federal function. Still, the notion that
government might condemn someone’s home
simply to enhance the local tax base, rather than for
8 ON COMMON GROUND SUMMER 2007 SUMMER 2007 ON COMMON GROUND 9

a public use such as a school or a road, provoked a states, in order to get these “Kelo plus” measures the reduction of value—usually 50 percent or disallow gravel mines in that area. Under a
firestorm of outrage. on the ballot. That effort initially appeared to more—above which an owner might have to be Measure 37-style regime, you could demand that
Although the idea of paying people who are garner enough signatures to put the initiative up compensated to some degree. The effects, the county pay you for the 15 house lots and the
affected by regulations is a different matter from a for a vote in California, Idaho, Arizona, Montana, ultimately, were limited. gravel mine that you “lost.”
government compelling someone to sell their Nevada and Missouri. Court decisions and “What they were pushing last fall was That brings up the second radical innovation of
property for economic development, the anti- apparent signature-gathering fraud knocked dramatically different from what we saw in the Measure 37: If taxpayers can’t cough up that
regulation advocates saw a chance to wrap the two measures off the ballot in Missouri, Montana and 1990s,” Morandi says. The first major difference is amount of money, the community must waive its
together under measures touted as protecting Nevada. That left three states—California, Idaho the notion that taxpayers should pay for every zoning, but only for you. Everyone else around you,
“property rights,” notes Bob McNamara, policy and Arizona—where “regulatory takings” was dollar of claimed reduction in the speculative value who thought they were living in a rural
riding under the banner of resulting from a zoning decision or environmental environment, has to abide by the zoning, while you
eminent domain reform. measure. Here’s how it works: Say you bought 100 build a subdivision and a gravel mine in their midst.
In Washington, where the acres of farmland in 1985 that had a “rural- That’s precisely what has happened in Oregon,
Farm Bureau had been agricultural” zoning of one house per acre and a according to numerous published reports and
championing a Measure 37 healthy chunk of granite beneath it. You farm it for observers in the state. To date, more than 7,500
copycat before the Kelo 20 years, during which time urban development claims for over $4 billion have been filed, covering
decision, voters considered a encroaches and the county begins to worry that it more than a half-million acres, according to data
“takings”-only measure. can’t afford to extend urban services across an compiled by the Portland State University Institute
entire county covered with one-acre lots. To avoid of Metropolitan Studies. The largest number of
A radical departure that prospect, and preserve the viability of farming claims by far is in the Willamette Valley, the rich
Libertarian theorists have for future generations, the county changes the agricultural zone that also happens to surround the
been advancing the notion of zoning to allow only one house per 20 acres, and to state’s largest cities, such as Portland and Eugene.
regulatory takings for a
generation, says Larry
Morandi, who tracks
“property rights” legislation There was an attempt made to pair the regulatory
as the director of state policy
research at the National compensation measures with eminent domain.
Council of State Legislatures.
The concept has been most
heavily promoted by the
extractive industries—timber,
mining, etc.—affected by
environmental legislation,
such as the Endangered
Species Act. They argued
that restrictions on the devel-
opment of wetlands or the
extraction of old growth
timber, as examples, con-
stituted a “taking” of some of
the economic value of their
property. Taxpayers therefore
representative for the NATIONAL ASSOCIATION should compensate them for the “benefit” of
OF REALTORS®. “They considered eminent domain environmental protection.
reform a sure thing, so there was an attempt made to “The idea found its way into the Contract for
pair the regulatory compensation measures with America,” the legislative agenda of the
eminent domain,” said McNamara, who followed Republicans who took control of Congress in 1994,
the measures nationally. Morandi recalls. “They didn’t succeed in passing
In April 2006, the Reason Foundation, a much at the federal level, but in the early to mid-
libertarian think tank based in Los Angeles, 1990s property rights issues were big in the states.
published a 58-page guide to “exporting” Measure Approximately 20 states from 1991 to 1996 passed
37 to other states, using the Kelo decision as a legislation addressing regulatory takings to some
wedge. Later that spring, a wealthy New York real degree.” Most were “mild,” Morandi says,
estate investor named Howard Rich—longtime requiring a state attorney general to issue a
supporter of antigovernment causes—took up the “takings” assessment on new regulations, to see
challenge and began channeling funds to whether they resulted in a reduction in value that
signature-gathering companies in at least six should be compensated. Others set a threshold in
10 ON COMMON GROUND SUMMER 2007 SUMMER 2007 ON COMMON GROUND 11

People want a balance, and most voters recognized
In almost every case settled to date, local respondents said they would vote against the
governments, lacking taxpayer cash, have felt measure, while only 37 percent would support it. In that these measures went to an extreme.
compelled to waive the rules. To this point, a series addition, 61 percent of Oregonians want the Oregon
of unresolved legal questions has prevented most Legislature to either fix or repeal Measure 37.
of the development from going forward. But that wasn’t enough in this case, said Alex declared itself “neutral,” even after noting that,
“My sense is that most folks … were probably REALTORS® weigh in Creel, government affairs director for the should Initiative 933 pass, ‘homeowners’
thinking more of the right of a farmer to build a The confusion in Oregon played a large role in California Association of REALTORS®. “We formed expectations regarding their neighborhood no
house on his farm, which sounds reasonable,” Lane the decision-making for REALTOR® associations in a task force to look at Proposition 90, and we longer [would be] predictable.” The Arizona
Shetterly, director of the Oregon Department of the states facing “takings” ballot measures, concluded we had to oppose it,” Creel said. “There Association also declared itself neutral on the
Land Conservation and Development, told an McNamara says. were a number of aspects of it that were troubling. state’s Proposition 207.
interviewer late last year. “I don’t know that most “Normally, REALTORS® are very friendly with We already have good eminent domain law in In the end only Arizona’s initiative passed, with
voters expected the extent of claims that we are conservative legislators who protect property rights. California, and the additional restrictions would 65 percent of the vote. In Idaho, by contrast, the
seeing for subdivisions and major partitions of farm They themselves place a high value on private have just eliminated redevelopment in the state. measure was crushed, rejected by 76 percent of the
and forest lands.” Indeed, there appears to be a property rights,” notes McNamara. “It’s difficult Any zoning change would have created a taking voters in a state with a strong libertarian streak.
growing sense of buyer’s remorse among voters: In when they see the pendulum swinging kind of far in that had to be compensated, and I don’t know how Observers there say voters resented the infusion of
a statewide survey in late January, 52 percent of this situation. Most probably don’t think it’s a good local government could have functioned with that outside money and pressure from activists such as
idea to compensate for down-zoning, and they saw limitation, or paid for it.” Howard Rich, and were eager to maintain the
what happened in Oregon, but they wouldn’t want The Idaho Association of REALTORS® came to a ability to manage growth and protect natural
to alienate the legislators who are usually friendly. similar conclusion and joined a broad array of resources. The “takings” measure was soundly
So their instinct was to tell their membership to vote organizations and prominent individuals opposing defeated in Washington with 58 percent voting
their own conscience.” Proposition 2. The Washington REALTORS® “no,” 10 years after a somewhat similar measure
was rejected in like fashion. California’s vote was
more of a squeaker, 52 to 48 percent. Campaign
officials there noted that the voters faced a crowded
ballot and a number of high-profile, high-dollar
races clamoring for attention.
In the states where the measures went down,
voters’ decisions seemed to turn on the likely
regulatory confusion and steep costs of paying for—
or waiving—every zoning change or environmental
protection, McNamara said. “People asked
themselves, ‘Who’s to compensate these folks?’ Well,
the taxpayers, and that’s everybody. And if the
government has to back off the regulations, does
that mean everything gets developed?”
Don Chen, executive director of Smart Growth
America, says that voters want the regulations that
help them shape urban growth and protect the
environment to be fair for individual property
owners. “But that doesn’t mean surrendering the
right to determine their community’s future or
abandoning their desire to leave a legacy worthy of
Sixty-one percent their children. People want a balance, and most
voters recognized that these measures went to an
of Oregonians extreme that would benefit a few, special interests,
but at a high cost to everyone else.”
want the Oregon David A. Goldberg is the communications director for Smart
Legislature to Growth America, a nationwide coalition based in
Washington, D.C. that advocates for land-use policy reform.
either fix or repeal In 2002, Mr. Goldberg was awarded a Loeb Fellowship at
Harvard University where he studied urban policy.
Measure 37.
12 ON COMMON GROUND SUMMER 2007 SUMMER 2007 ON COMMON GROUND 13

Land Conservation continues to Win
Nationwide, voters support
the smart use of land.
By Christine Sexton
R
egardless of gender, age, political persuasion, Public Land conservation finance program. issue $5.388 billion in bonds for a wide variety of so they tend to support tax initiatives to fund land
or even zodiac sign, it doesn’t matter when it When the scope is further narrowed to initiatives projects related to water safety, rivers, beaches, conservation because they see that investment as a
comes to preserving the land. Voters that appeared in the 2006 November general levees, watersheds, parks and forests. preventative approach to conserving resources,” said
everywhere overwhelmingly support land election, the number of land conservation programs “It’s a universal issue and one that is bipartisan to Mullins, who has campaigned for 17 local land
conservation programs that promote a balance endorsed by voters jumps even higher, to 80 percent. its core,” du Moulin said of the popularity of land conservation referenda, and, in 2006, worked on
between maintaining fragile lands and allowing “Every single year, it doesn’t matter where the conservation initiatives at the poll. successful initiatives in Charlotte and Collier
planned, sustainable growth. measure takes place or what the political make up is, Nature Conservancy Florida Associate Director Counties to create $200 million in new local
During the calendar year 2006 alone voters across people care about preserving their land,” said du Sue Mullins agrees. She said land conservation conservation funds.
America were asked to weigh in on 180 land Moulin, who noted that in 2006 voters agreed to $6.4 programs appeal to liberals for traditional Mullins also stresses that Florida’s land buying
conservation ballot measures, whether at the local, billion in tax increases to generate the additional environmental reasons, but also appeal to programs are attractive to conservative voters
state or federal level, and slightly more than funds for land conservation initiatives. The majority conservative voters who usually oppose tax increases. because the programs compensate property owners
74 percent of the initiative passed, said Andrew of that, du Moulin said, is attributable to California’s “Conservatives see the literal value of conserving, for the land, instead of taking a regulatory approach
du Moulin, a senior research associate in the Trust for proposition 84 which gives the state the authority to whether it’s conserving land or water or tax dollars, that appropriates the land.
14 ON COMMON GROUND SUMMER 2007 SUMMER 2007 ON COMMON GROUND 15

Indeed, land conservation initiatives are so needs to increase funding of its land conservation
Coalition members remain optimistic that Florida
popular in Florida that the state Legislature has program so it can keep pace with the soaring real will remain a leader in land conservation.
authority in statute to authorize the issuance of bonds estate costs. Information compiled by the Florida
for land conservation programs. Association of REALTORS® shows that today’s parcel of land in the state, the Babcock Ranch had
The preservation bonds are secured by revenue median home and land value is more than three times long been identified by Florida Forever as a priority
generated from the state’s documentary stamp tax. what it was in 1994. acquisition and after Fred Babcock died the state
The documentary tax applies to all land purchases Consequently, McLeod says, the coalition wants entered into negotiations with the family.
and generally is a 70-cent assessment per every the state to triple its conservation budget to $10 Unable to reach agreement, negotiations broke
$1,000 in property value. billion over a ten-year period. off. Developer Syd Kitson in 2005 entered into an
With financing in place, the Legislature in 1990 McLeod points to one of the state’s most touted agreement with the family that preserved a majority
passed Preservation 2000, which had a record-setting land conservation programs, the purchase of of the land but allowed Kitson & Partners to develop
$3 billion budget for land conservation and Babcock Ranch, as an example to underscore the a sustainable community on about 18,000 acres.
management programs and bought 1,781,489 acres need for more money. Finalized last summer the deal maintains an
of land. Pittsburgh lumber magnate Edward Vose Babcock untouched 74,000 acres and ensures that a corridor
“It’s an absolute watershed program,” Mullins bought 91,000 acres known as the Babcock Ranch in of undeveloped land from Lake Okeechobee to the
said of the initiative, commonly called P 2000. “It was Southwest Florida in 1914. By the late 1930s his son, Gulf of Mexico continues for the Florida panther,
just tremendous. It was the first ever of its type of Fred Babcock, had taken over operations at the ranch Florida black bear and the crested caracara that live
Photo provided by The Trust for Public Land; photographer Michael Wray
program and it was larger than the country’s land and started managing the land, replanting forests there. The purchase protects a vitally needed
buying programs.” and removing invasive plants not native to the area. water-recharge area. The land also has large tracts of
When P 2000 expired the Legislature followed it The largest continuous privately held undeveloped pine and scrubby flatwoods and a highly functional state’s lands which will require another 2 million
up with Florida Forever, again a 10-year, $3 billion freshwater swamp system, called Telegraph Swamp. acres and a lot more money.
The agreement allows Florida development While groups push for a long-term successor
land conservation program that through December
2006, has been responsible for protecting more than It doesn’t matter ... company Kitson & Partners to develop up to 19,500 program to Florida Forever, they are also calling on
535,643 acres of land for parks, recreation and wild
life reserve with $1.8 billion in funds.
what the political homes ranging in value in a sustainable community
that will be developed using green techniques,
state officials to increase the funding available for land
purchases this year which could allow them to buy
P 2000 and Florida Forever have been
successful, most agree, because of their non-
make up is, people greenways and trails.
Because of the $350 million price tag, though,
significantly more land now that the state’s red hot real
estate market is cooling.
regulatory approach. The Division of State Lands is care about preserving the Legislature purchased the land with a special
appropriation. That’s because the costs of the
Newly elected Florida Gov. Charlie Crist
advocated an increase in Florida Forever funds by
given a $105 million annual appropriation to
negotiate land deals on behalf of the people of their land. ranch exceeded the annual $300 million Florida
Forever appropriation which, in addition to land
$100 million in his proposed budget but the
Legislature appears unwilling to go along with the
Florida. In most instances, the property is
appraised by two different private sector appraisers acquisition programs, is move, to date.
who estimate the value of the land. All deals are also used for the Florida Fish Nonetheless, McLeod and his coalition members
finalized by the governor and cabinet. and Wildlife Conservation remain optimistic that Florida will remain a leader in
With just three years left before Florida Forever is Commission and the state’s five land conservation.
set to expire, a group of more than 20 land water management districts. “We don’t underestimate the challenge,” McLeod
conservation organizations—ranging from the To purchase the land, the said of triple funding for the program. “But the merits
Florida chapters of the American Legislature agreed to a one-time of land conservation are recognized across Florida.”
Planning Association and the $310 million appropriation in While the Florida Association of REALTORS®
American Society of Landscape addition to the $300 million hasn’t officially joined the Florida Forever
Architects to Audubon—is Florida Forever funds. Lee coalition, the association has worked closely with
working together to forge County also contributed $40 environmentalists on land-use programs in Florida,
consensus on what the next million to the purchase, money said Florida Association of REALTORS® Vice
iteration of the state’s land buying which was available because of President of Public Policy John Sebree.
initiative should look like. the county’s own local “REALTORS® support Florida Forever because
The ultimate goal for this conservation referenda initially we know that preserving land and green space
group, calling itself the Florida passed by voters in 1996. Lee adds to the quality of life here in Florida. People
Forever Coalition, is to ensure that County is one of 30 counties and want to live here because of our pristine beaches
33 percent of the peninsula of cities in Florida that has adopted and the ability to enjoy outdoor activities. Florida
Florida be managed for local land conservation programs. Forever has been a part of that,” Sebree said.
conservation, which would require Through Preservation 2000 and
Florida Forever the state has been Christine Jordan Sexton is a Tallahassee-based
the acquisition of an additional 2 freelance reporter who has done correspondent work
million acres of land. able to manage about 27 percent
for the Associated Press, the New York Times, Florida
The Trust for Public Land of the nearly 35 million acres in Medical Business and a variety of trade magazines,
Government Affairs Director and Florida for conservation. The goal including Florida Lawyer and National Underwriter.
Florida Forever Coalition member, Photo provided by The Trust for Public Land; is to manage 33 percent of the
photographer Michael Wray
Andrew McLeod, said the state
Photo provided by The Trust for Public Land; photographer Russell Grace
16 ON COMMON GROUND SUMMER 2007 SUMMER 2007 ON COMMON GROUND 17

New Conservation for Old Rails
Kevin Mills has a passion for active transportation. You In the early 1900s, the nation’s commerce and national Mills maintains that states’ true commitment to Rails- Florida Department of Transportation Environmental
might think that the Washington D.C.-based Rails-to-Trails defense were, to a large degree, dependent upon the to-Trails and other conservation programs is reflected by Programs Engineer Bob Crim said that TE has been
Conservancy, where Mills serves as vice president for strength of the rail system. But, as long-haul trucking the portion of the recent rescissions that has been taken embraced by state policymakers as a means of building
policy, would have it easy on Capitol Hill selling as it does gained momentum after World War II, many of the nation’s from TE. He noted that while TE represents only about 2 partnerships with local governments and organizations
a concept that has been linked to increased property values rail lines fell on hard times. By the 1970s, bankruptcy had percent of the overall transportation budget, 16 percent of like 1000 Friends of Florida and the Trust for Public Land.
and helps promote health and wellness, historic claimed several major railroads. the 2006 aggregate cuts came from the program. That, “There are a lot of dividends in these partnerships,”
preservation and community identity, and a multi-modal The rapid fragmentation of the rail system over the next says Marianne Fowler, senior vice president for federal he said.
transportation system. decade prompted growing concern in Washington, D.C. So relations with the Rails-to-Trails Conservancy, was “more Florida currently boasts 35 trails totaling 328 miles
But nothing is a sure bet in politics. in 1983, Congress passed the National Trails Systems Act than our fair share—way more.” from the Panhandle to the Florida Keys, and another 41
Mills said it took a key ally—House Transportation and (NTSA), which preserves established railroad corridors for trails totaling 524 miles have been proposed. The 30
existing and planned trails that will make up three
Infrastructure Committee Chairman James Oberstar (D-
Minnesota)—to keep the funding source for the widely
trail use as well as future rail use, if necessary.
The law established a national policy to preserve these Trails and greenways proposed regional trail systems—the South Florida Multi-
popular Rails-to-Trails program, which promotes the
conversion of old rail lines to trails amenable to biking,
existing railroad rights-of-way for future reactivation to
service, to protect rail transportation corridors
have been shown to Modal Regional Trail System, the mid-Florida Cities
Regional Trail System and the Emerging Panhandle
walking, in-line skating and virtually every type of active
transportation.
and to encourage energy-efficient transportation use. It
allowed railroads to free themselves of the financial
bolster property values. Regional Trail System—are projected to have more than
11.4 million users per year.
Oberstar, Mills said, “made a huge investment of political responsibility for unprofitable rail lines by Newly elected Florida Gov. Charlie Crist is on the
capital” to make certain that the program remained a transferring them to a qualified public or record in support of the health benefits of an active
priority in the last transportation reorganization bill. private organization for interim use as a lifestyle. “Florida has the unique potential to become a
Rails-to-Trails faced an uphill battle when the opposition trail until the line might be needed again national leader in health and physical fitness due to our
to the funding started mounting, including “people who see for rail service. beautiful climate and abundance of award-winning
pouring concrete for more highways” as the hallmark for This so-called “railbanking” propelled beaches, state parks, and greenways and trails,” said
transportation policy, Mills said. That would include what had been a primarily Midwestern Crist. “By utilizing these natural resources and developing
lobbyists for the powerful trucking industry. phenomenon beginning in the 1960s of partnerships among government, business, community
Now, two years into the six-year bill, the present raid on converting abandoned or unused rail organizations and private citizens, we can accomplish the
money for Rails-to-Trails comes after more than a decade of corridors into public trails. goal of improved physical fitness and health for
success stories surrounding the popular program. With the passage of the watershed all Floridians.”
The Rails-to-Trails Conservancy cites studies which Intermodal Surface Transportation Act of With 1.2 million users annually, the Pinellas Trail,
show that as trails and greenways increase the natural 1991, the federal government agreed to which runs for 34 miles from St. Petersburg to Tarpon
beauty of communities, they also have been shown to provide Transportation Enhancement Springs, is tied for third place, with the Iron Horse State
bolster property values and make adjacent properties (TE) dollars for the Rails-to-Trails Park Trail in Washington State, among the most heavily
easier to sell. movement and programs in 11 other used rail trails in the U.S. The asphalt trail affords
A 1998 study of property values along the Mountain Bay designated areas. The law requires that walking, biking, in-line skating and mountain biking, and
Trail in Brown County, Wis., shows that lots adjacent to the 10 percent of the surface transportation is wheelchair accessible.
trail sold faster than those not situated next to the trail and program funding approved by the federal The Conservancy bills the trail in the Southwest sector
for an average of 9 percent more. government be distributed to state of the state as “one of Florida’s most popular and unique
And in a 2002 survey of recent homebuyers sponsored transportation agencies and be used for urban pathways.” It connects several county parks, coastal
by the NATIONAL ASSOCIATION OF REALTORS® and these projects. areas and communities, and, with its multiple access
the National Association of Home Builders, trails In 2005, the TE reauthorization bill points, mile markers and parking areas, is particularly
promoting active transportation ranked as the second-most was passed and the federal government Photograph by Jennifer Kaleba popular among cyclists.
important community amenity out of a list of 18 choices. committed to provide another $803 In the first 15 miles from St. Petersburg, the trail crosses
Developers in Apex, N.C., who realized the selling million in enhancement funding annually dozens of pedestrian bridges, providing sweeping views of
power of greenways, built the community Shepherd’s to the state transportation agencies, for a total of $4 billion Mills pointed out that Texas returned $225 million in the urban landscape. Perhaps the most scenic of these is
Vineyard. The developer added $5,000 to the price of 40 through 2009. However, recent revenue shortfalls have TE money in 2006. That’s nearly 74 percent of the total it the quarter-mile Cross Bayou Bridge, which spans Boca
homes adjacent to the regional greenway, and despite the prompted the return of some of those dollars. was required to return. “Texas went out of its way to say Ciega Bay. The final 10-mile stretch begins in the quiet
increased price, the homes were still the first to sell in the In 2006, federal budget constraints prompted three calls that TE has the least direct impact on its transportation township of Palm Harbor and runs through Tarpon
planned community. for funding rescission by the state transportation agencies goals,” he said. Springs.
While homebuyers are eager to purchase lots near totaling about $3.8 billion. To help meet that obligation, the At the other end of the spectrum, Mills said, is Florida, Area cyclist Alan Snel said the trail is equally popular
greenways and trails, many have little understanding as to states returned about $600 million in TE funds. On March which relied on TE money for just more than 6 percent of among folks who are looking for a little recreation as well
why the phenomenally popular program that establishes 19, 2007, however, the state agencies in a single call were its rescission, or $10.8 million. as people who use the trail to cycle to and from work.
the trails and green spaces exists. ordered to return another $3.5 billion of transportation funds. Some would say that it is only fitting that a state largely “It’s a really great example of a resource that is
Indeed, if it not for the fact that rail service—which once It is at their discretion whether the funds come from roads, built upon the vision of railroad tycoon Henry Flagler and practical and recreational,” said Snel, who is a member of
spanned more than 270,000 miles—was displaced by the enhancements or other programs. offers residents and visitors access to year-round beautiful a group calling itself the Southwest Florida Bicycle United
automobile, the trails so many Americans enjoy today weather would throw its financial commitment behind Dealers, a consortium that represents six retail bicycle
wouldn’t be available. Rails-to-Trails and other TE programs. shops in the area. “Pinellas Trail is a prime example of
what we would like to see more of.”
18 ON COMMON GROUND SUMMER 2007 SUMMER 2007 ON COMMON GROUND 19

By Steve Wright
Creative solutions
for the problem
of future
transportation
development and
maintenance
funding
G
asoline prices are
soaring. Much public
transit is less than
adequate. Various taxes are
failing to keep up with inflation
and failing to generate the
funding needed for both
maintenance and expansion of
all forms of transportation—from
highways to light rail.
Real estate has always been
about location, location, location.
But rather than the old saw
applying to good schools, good
jobs, good parks, etc., location
may apply more to transportation
than any other element.
When homebuyers talk
location, they mean they are
concerned about: proximity to
rail, better buses, pedestrian and
bike paths, improved highways,
public tollways that charge a
premium at peak times to reduce
congestion, public-private part-
nerships that have expanded
roadways, and even location in a
state, region or municipality that
is focused on transportation
financing.
20 ON COMMON GROUND SUMMER 2007 Photo courtesy of Metro Transit SUMMER 2007 ON COMMON GROUND 21

C. Kenneth Orski, editor and publisher of Potomac, funded tollways and long-term leases of existing won the first bid to build a highway from Dallas to “Pennsylvania and New Jersey are heavily
Maryland-based Innovation Briefs, said every source turnpikes to for-profit companies. San Antonio. It is the first of four Trans-Texas financially squeezed and their turnpikes will
of transportation funding is falling short. In Texas, the state converted some High Corridors that will eventually include high-speed, probably be sold. The Jersey turnpike will pull
“Local and state jurisdictions are running out of Occupancy Vehicle (HOV) lanes into High limited-access highways separated for trucks and down maybe $20 billion. I have faith that the
money for transportation. All the money is used for Occupancy Toll (HOT) lanes. cars; tracks for high-speed rail, commuter rail and private sector guys will run it well, but are the
maintaining what they have,” he said. “They are While HOV lanes have traditionally been freight rail; plus space for utilities, maintenance lease proceeds being put into transit and
short of any capital that would expand the system. reserved for public transit plus car pool vehicles and future expansion. transportation?” asked Pisarski, author of
Everybody is scrambling madly in search of new with two or more occupants, HOT lanes charge a In Chicago, a long-established highway was Commuting in America III released by the
financing sources.” premium price for the fast lane. virtually sold, via long-term lease, to generate Transportation Research Board of the National
The main source for highways is the federal Buses and vehicles occupied by three or more dollars for transportation. Academy of Sciences.
Highway Trust Fund supported mostly through the people still ride free, but cars with only two people The Chicago Skyway, a six-lane, nearly eight- While new, creative financing options abound,
federal manufacturers’ excise tax on gasoline, in them pay an extra $2 toll. The entire operation is mile toll bridge that connects the Indiana Toll Road several states and municipalities are expanding
which has remained at 18.4 cents per gallon for cash and slow-down free, operated by transponders to the city’s Dan Ryan Expressway, was leased for public transit through the tried and true means of
more than a decade. sold to a limited number of car poolers who qualify. 99 years to a Spanish-Australian group. taxation approved by ballot issue.
“There is a huge political resistance to raising Other states are building new lanes or
the gas tax in Congress,” Orski said. “There also is converting existing lanes into HOT lanes that will
resistance in state legislatures,” because states also charge a higher price for use at peak hours. Public More than 200 transportation issues went
heavily tax gasoline, but with high crude oil prices, transportation and some car pooling gets a free
state governments are reluctant to add insult to ride, but individuals pay a much higher cost to use on the ballot and voters supported more
injury by adding higher gas taxes to spiraling costs
at the pump.
the fast-moving lane during morning and evening
commute peak hours. than 70 percent of them.
Orski said that while tax revenue is basically The idea is that HOT lanes reward public transit
stagnant, the demand for transportation is and high occupancy vehicles, reduce congestion by In return for $1.83 billion up front, the Skyway Art Guzzetti, vice president for policy at the
increasing very rapidly in terms of tremendous charging a higher price for use and increase Concession Company will collect all tolls and American Public Transit Association, says the
growth in both vehicle miles and number of cars on revenue to pay for expansion. concessions for one year shy of a century. The demand for light rail and other forms of mass
the road. Texas is also leading a movement among the revenue to the city pays for many things, but it is transit is on the rise as 34 million Americans use
“By 2009, the Highway Trust Fund will zero out. states to work with private firms to add lanes or not solely dedicated to public transit or highways, transit each day and millions more are demanding
The billions of dollars in the balance have been build entirely new highways. In many of these prompting criticism. it for their neighborhoods.
spent down, so only the funds collected that year will scenarios under development or study, the private “It’s like mortgaging the house to go to dinner,” Guzzetti cites as evidence the Center for
be the balance,” he said of the alarming depletion of operator will finance construction in return for a said Alan Pisarski, a 40-year veteran transportation Transportation Excellence (CFTE) study
federal dollars in the face of growing demand. long-term lease that allows it to charge tolls and expert based in Falls Church, Va. “Some future mayor “Transportation at the Ballot Box—Voters Support
Several states are looking to fund transportation fees to make earnings on its investment. of Chicago is going to look back and say (sarcastically) Increased Investment & Choice.”
through: toll lanes with premium prices, privately- Cintra-Zachary, a Spanish-Texas consortium, “‘what a good idea this was—you solved your The Washington, D.C.-based CFTE research
problems back then and now we’re done.’” found that, from 2000 to 2005, communities in 33
Pisarski said there is great danger in virtually states approved more than $70 billion in
By 2009, the Highway Trust Fund will zero out. selling off the transit assets of the future to pay for the
pension costs and other budget shortfalls of today.
transportation spending—much of it for public
transit. In that span, more than 200 transportation
22 ON COMMON GROUND SUMMER 2007 Photo courtesy of Metro Transit SUMMER 2007 ON COMMON GROUND 23

More public transportation
service is the quickest,
cheapest and most cost
effective way to free up
space on existing roads.
issues went on the ballot and voters supported
more than 70 percent of them.
Nationwide, voters fretful of their tax burden
approve only about a third of the spending
measures in elections. But the CFTE study found
such a support base for transit, that several of the
spending issues were placed on the ballot via
citizen initiative.
Voters authorized transportation spending via
sales tax, property tax (new, increased or extension of
existing in both sales and property taxes), bond
issue, dedicated revenue source and other means
such as tolls, surcharges and special fees.
The trend to support transit at the ballot box
continued in 2006 when a small city and a location
out west, where growth came by way of automobile-
dependent development, both approved measures
that will generate millions to billions.
The CFTE reported that: In Canton, Ohio, www.pedbikeimages.org/ITE Pedestrian Bicycle Council
voters approved a one-quarter cent sales tax
extension that is expected to raise at least $11.5
million annually for the next five years for a “The benefits to transit are significant at all “Rail cannot be a local government or even, On April 4, a compromise measure between
regional bus service. In Tucson, Ariz., voters levels. Two income families, where one earner can totally, a statewide issue. It needs to be a federal Democratic Gov. Timothy M. Kaine and
approved a sales tax dedicated to transportation take the bus or train to work, can save about $6,200 issue supported primarily with tax dollars as we Republican leaders in the General Assembly was
expected to top $2.1 billion over 20 years. a year,” said Linda McMinimy, executive director support air, ports and highways with tax dollars,” approved, providing $1.1 billion per year for
The trouble with transit funding at the state level of the Richmond-based Virginia Transit Association she said. “We need leadership on the federal level transportation by using a mixture of state, local and
is that different parts of a state have very different and a VBT steering committee member. To achieve for a national rail program and federal funding. regional taxes.
priorities. The urban area may need many modes of national, state and regional goals, transit must be Already the new leadership—with Sens. Lott and “It raises only one traditional user fee on a
transit to serve its density, the suburban area may expanded. To manage and reduce road congestion, Lautenberg’s legislation for Amtrak funding— statewide basis (vehicle and truck registrations),
need a commuter rail line linked to downtown and more public transportation service is the quickest, offers hope that a new day is here.” but authorizes numerous local and regional taxes
other suburban job centers, the port cities require cheapest and most cost effective way to free up Virginia Secretary of Transportation Pierce and fees in the Northern Virginia and Hampton
transit to move workers, goods and visitors, and space on existing roads.” Homer said it is increasingly difficult to hike Roads areas (regional gas taxes, additional vehicle
one rural area may want highways and public “Most of the travel trips in Virginia are user fees. registration fees, etc.),” Homer said.
transit to speed along development while another regional—people getting to and from daily “Gas prices have risen steeply in recent years Even with the plan to spend billions, Homer
may snub transit in hopes of remaining pastoral activities—yet in many parts of Virginia, especially and additional gas taxes are a hard sell in the observed “the bill falls well short of solving the
and undeveloped. Also, experience has shown that suburban and rural areas, transit service is very legislative and political arenas,” he said. “Other three major areas of deficiency Virginia faces:
linking ballot measures to specific transportation limited, inconvenient or not available at all,” she user fees, such as vehicle sales taxes or insurance deficit in highway maintenance; lack of identified
projects, rather than general plans to improve added. “Public transportation service needs to be premium taxes, are more stridently resisted funding source to support current debt obligations;
roads or transit, results in a higher rate of success expanded to provide better local and regional because these industries are all national in scope and extraordinary shortfall in transit capital
at the polls. accessibility. Expanded regional public and in some cases international in scope. Even a reimbursements.”
These varying dynamics have hit hard in transportation service needs to be frequent, faster slight fee change can substantially affect a given Like Virginia, most states will face the same
Virginia, where transit funding battles have been and convenient to more Virginians. This will industry in the competitive and global funding obstacles in the near future. It’s obvious
waged in the general assembly for years. require a higher level of reliable, dedicated state marketplaces.” that new funding sources plus creative solutions
The failure to address the diverse funding needs and federal funding.” In late February, Virginia lawmakers passed and partnerships will be necessary to sustain our
in the Old Dominion is why Virginians for Better Fellow VBT steering Committee member Nancy what the Washington Post dubbed the state’s “first country’s transportation infrastructure.
Transportation (VBT) was founded as an advocacy Finch, executive director of Richmond-based transportation plan in a generation, voting to spend Steve Wright frequently writes about Smart Growth and
group “working to implement statewide, multi- Virginians for High Speed Rail, supports inter-city $1.5 billion a year on roads, bridges and transit sustainable communities. He and his wife live in a
modal transportation solutions through increased, heavy rail for alternative transportation that is after ending a Republican feud that has stymied restored historic home in the heart of Miami’s Little
dedicated and sustainable funding and responsible “environmentally clean, saves fuel, reduces them for years.” Havana. Contact him at: stevewright64@yahoo.com.
business practices.” congestion, and is safe and convenient.”
24 ON COMMON GROUND SUMMER 2007 SUMMER 2007 ON COMMON GROUND 25

Complete the Streets
for Smart Growth Planners figure
out the puzzle
to pedestrian-
friendly roadways
By Barbara McCann
Complete the streets so everyone can
use them safely and conveniently—
that’s the new cry of advocates,
planners and elected officials who
are behind a movement to
fundamentally alter the way roads
are planned, designed and built.
26 ON COMMON GROUND SUMMER 2007 www.pedbikeimages.org/Dan Burden SUMMER 2007 ON COMMON GROUND 27

A
basic tenet of Smart Growth is the creation churning out high-speed roads for cars with little Cheyenne Boulevard “was a four-lane road with according to Beth Kosley, executive director of the
of walkable communities that provide thought to the needs of bicyclists, pedestrians and on-street parking, driveways, a cross street every Downtown Partnership. “Delivery trucks have
transportation choices. But in many cases, transit riders who are also using that street. 400-500 feet, a transit line and hopscotch better places to pull in and make deliveries without
state and local transportation agencies have been Recently, the mayor of Louisville, Ky., Jerry pedestrian facilities that start and stop,” according interrupting customers; that’s a great thing, and
slow to get the message. Yes, they may have spent Abramson, joined a growing chorus that wants to to Colorado Springs Senior Transportation Planner our diagonal parking is much more accessible and
extra time and energy on redesigning that one change that practice. “For decades, we in Kristin Bennett. “There were always lots of safe. Apparently tempers have calmed down a lot.”
boulevard to include a bicycle lane and wide Louisville—and cities around the nation—have complaints of people speeding, and people were Dan Gallagher, transportation planning section
sidewalks, but everywhere else, they keep built roads only for vehicles. That was an urban uncomfortable using the on-street parking because manager in Charlotte, N.C., learned about such
planning mistake,” Abramson said in a statement. cars were going 40 miles per hour.” The road was transformations when he was working in Orlando,
“The Complete Streets policy will help rectify that.” put on a ‘diet’, with just two through lanes, a center Fla. There, a road diet accomplished on the cheap,
Louisville’s combined city/county government is turn lane, and bicycle lanes, as well as street mainly with paint, resulted in reduced speeding, a
considering adoption of a comprehensive complete parking. Many road diets also include pedestrian dramatic reduction in crashes and injuries (down
streets policy that would require the city to take into ‘refuge’ islands. On Cheyenne Boulevard, speeds 35 percent and 68 percent respectively), and an
account the needs of all users, every time engineers are lower and residents are happy. A similar road increase in bicycle and pedestrian use (up 23
set out to change or build a street. Those users diet on a nearby business street with diagonal percent and 30 percent). The change helped spur
include motorists, transit riders, bicyclists and parking was welcomed by business owners, economic development. “All of a sudden there are
pedestrians of all ages and abilities—including
older people, children and people with disabilities.
The city worked with a broad advisory group to
create the comprehensive policy.
By providing for these diverse users, complete
Louisville is expected to soon join close to 50 streets can improve safety and health.
other places—ranging from states to small towns—
that have adopted some form of a complete streets
policy. In some cases, lawmakers have passed laws
or ordinances, or citizens have approved ballot
measures; in others, planning agencies have
written internal policies or re-written their design
manuals. But, everywhere the intent is the same—
to change long-standing transportation planning
practices that narrowly focus on moving as many
cars as possible.
In Massachusetts, a state law passed in 1996
required the state Highway Department to
accommodate bicyclists and pedestrians in
projects. Initially, the law was poorly implemented.
But, ultimately it helped spark a citizen-led
planning process that tossed out the old highway
manual that had focused on improving automobile
‘Level of Service’—a measure of traffic congestion.
Thomas DiPaolo, assistant chief engineer for Mass
Highway, says, “What we tried to do, was make it
acceptable to advance projects that have purposes
other than improving vehicular Level of Service for
a road. For example, now supporting economic
www.pedbikeimages.org/Annie Lux
development would be a legitimate ‘design control’
to make a project worthwhile.” The new guide,
adopted in January of 2006, sets multi-modal
The needs of accommodation as one of its three guiding
principles—and the needs of bicyclists,
bicyclists, pedestrians, pedestrians, transit users and disabled people are
transit users and integrated into every aspect of design, from
intersections to bridges.
disabled people are About one year earlier, the city council of
Colorado Springs, Colo., adopted a complete streets
integrated into every policy, which recently led to the inclusion of bike
lanes and sidewalks on a new bridge project. But,
aspect of design. the policy isn’t just about adding extra pavement.
28 ON COMMON GROUND SUMMER 2007 SUMMER 2007 ON COMMON GROUND 29

Complete streets policies can also spark new But, the Coalition does not stop at such “user
Complete streets cooperation between transit agencies and public groups.” Transportation professionals, such as the
also improve works agencies to include design features that help
buses operate more smoothly.
Institute of Transportation Engineers and the
American Planning Association, are actively
mobility for transit A broad coalition has formed to urge adoption of
complete streets policies at the local, state and
involved, as well as groups working on wider
development issues, such as the Congress for the
vehicles and the federal level. The National Complete Streets
Coalition has brought together bicycle advocates—
New Urbanism and Smart Growth America. All see
different benefits in complete streets.
people who who have been fighting for complete streets the
longest—with those working on behalf of
“Walking, bicycling and easy access to transit
are all important elements of a livable community
use them. pedestrians, disabled people, seniors and transit. that works for older Americans,” says AARP’s
Elinor Ginzler. “Complete streets help get us
million-dollar condos, it has become a real there.” AARP is an active supporter of the national
restaurant row, and it wasn’t before it got road coalition, and AARP’s Honolulu state office
dieted,” says Gallagher. “Maybe some of that Before recently joined with Hawaii bicycle advocates to
would have happened on its own, but it would not pass a complete streets amendment to the
have been to this level without the road diet.” Such Honolulu City Charter.
economic impact may extend to residential areas— Thomas DiPaolo of Massachusetts says
after a road diet in West Palm Beach, Fla., residents involvement from outside groups led the way in
reported to planners that it dramatically increased Massachusetts in changing the set ways of the
property values. transportation agency. “We had a lot of pushes
Now, Gallagher is making sure that Charlotte’s from outside. It is hard to change from within, we
complete streets policy changes the way his really do need outside organizations, as well as
department does business. Traditional measures people in very high positions saying this is what
such as ‘Average Daily Traffic’ and Level of Service we want to do.” The bicycle advocacy group, the
are considered—but they do not drive the process Thunderhead Alliance, is training advocates across
as they did in the past. The new “six-step” design the country to push for new complete streets
process starts with questions about where a road is legislation. The National Complete Streets
located and who is using it. The third step is to Coalition maintains a growing Web site
identify deficiencies—with the intent to fill in gaps (www.completestreets.org) to share best practices
in the street and sidewalk network for bicyclists, on complete streets. Many members of the
pedestrians and transit users. Coalition have developed presentations and
By providing for these diverse users, complete training materials aimed at planners, transit
streets can improve safety and health. A recent operators, engineers and advocates on how to
Federal Highway Administration assessment of advance complete streets—whether from the
what safety features are effective in protecting outside or from within transportation planning
pedestrians listed many items found on a complete agencies. The Coalition is also working with
street—sidewalks, raised pedestrian medians, members of Congress to craft a federal complete
better bus stop placement, measures that slow or streets bill that would require that federal
‘calm’ traffic and treatments for disabled travelers. transportation spending support complete streets.
On the health front, public health officials fighting Elected officials and agencies have sometimes
the obesity epidemic are calling for complete street objected that building complete streets will cost too
networks with continuous sidewalks that allow much. But, Dan Burden of Glatting Jackson and
children to walk to school and adults to walk to Walkable Communities Inc., questions that logic.
destinations, getting essential physical activity “It is a matter of what we value,” says Burden. “We
along the way. spend all the money on intersections, and it is
Complete streets also improve mobility for transit considered a normal cost of doing business. But,
vehicles and the people who use them. A study in when it comes to walking or bicycling, that’s a frill;
Houston found that sidewalks are not provided we’ll tax you [to pay for] that. It is not quite fair. It
between home and the nearest bus stop for three out says one mode is more important than the other.”
of five disabled and older residents; nearly three- Complete streets policies are about ending that
quarters said streets near their homes also lack curb inequity—and making sure the public right-of-way
ramps and bus shelters. As a result, few take the bus. really works for everyone.
Transit advocates point out that better access to
Barbara McCann serves as Coordinator of the National
transit stops will help reduce the number of times Complete Streets Coalition. She also writes on
disabled people will need specialized (and transportation and land-use issues and is the
expensive) door-to-door paratransit service. co-author of the book “Sprawl Costs” from Island Press.
30 ON COMMON GROUND SUMMER 2007 After: Bridgeport Way in University Place, Washington SUMMER 2007 ON COMMON GROUND 31

Smart Growth
has the potential
to improve
your health
By Heidi Johnson-Wright
T
here was a time when Americans put
more shoe leather to the sidewalk and
bicycle wheels to the road. Mom and
Dad were more likely to walk a few blocks to
get out of the house, to pick up a loaf of bread
at the local IGA, or to visit with neighbors
around the block. Junior and Sis rode their
bikes or hoofed the half dozen blocks to the
neighborhood school.
But times—and transportation modes—
have changed. Today, Americans find it
almost a necessity to drive to any final
destination. Because of unplanned
development, neighborhood sprawl, and
On the
pedestrian-unfriendly streets, we have little
choice but to drive through winding streets of
suburban developments in order to get to the
main arterial. We wait our turn to pull out
Right
onto six lanes of traffic, drive through several
monstrous intersections then into the
massive parking lot of a strip mall. Now we
wouldn’t even consider letting our children
walk or bike along the pedestrian-unfriendly
or downright dangerous streets to get to the
regional school on a large parcel at the edge
PATH
of town. Mom and Dad chauffeur them.
But these aren’t the only changes in
American life. Adults and children are
packing on the pounds to the detriment of
their health. Are the changes connected? If
so, what can and should we do about it?
“In 1978, 15 percent of Americans were
not just overweight but clinically obese, and
by 2002 it was 31 percent. One in seven
youths is classified as obese,” said Dr.
Richard Joseph Jackson in a 2006 speech
delivered in London, England.
BETTER HEALTH
to
32 ON COMMON GROUND SUMMER 2007 SUMMER 2007 ON COMMON GROUND 33

“Overweight and obesity increase the risks of Dr. Lawrence Frank, a professor in the
cancer, heart disease, stroke, high blood pressure, Sustainable Urban Transportation Systems in the
gall bladder disease, joint and bone disease, and School of Community and Regional Planning at the
many other afflictions.” University of British Columbia, agrees with Jackson.
“But the obesity epidemic also is because we In a paper titled “Promoting Public Health
and our children increasingly cannot walk to where Through Smart Growth,” which Frank co-authored
we need to do our life work—schools, sports fields, for Smart Growth BC, he states: “Our built
friends’ homes, libraries, shops or churches. The environment shapes our transportation choices,
difference between highly walkable and non- and in turn, human health.”
walkable communities is an average of seven “Land-use patterns, because they relate with
pounds of body weight,” said Jackson, an adjunct transportation behavior, subsequently affect public
professor in both the department of environmental health in a number of ways: through physical
health science and in the City & Regional Planning activity levels, availability of health food choices,
College of Environmental Design at the University exposure to crashes, air pollution and noise, and
of California at Berkeley. community interaction and mobility.”
“The other side of the obesity epidemic is the “Compact land-use patterns with high-quality
mix of good and bad news brought to us by pedestrian environments and a mix of land uses
technology. Technology has eliminated a lot of the can improve public health by promoting active
really backbreaking labor from our lives. But we forms of transportation, reducing per capita air
have also ‘designed’ a lot of incidental exercise out pollution and associated respiratory ailments, and Residents of Smart Growth communities walk
of our lives, such as walking. In 1969, 48 percent of lowering the risk of car accidents.”
students (90 percent of those who lived within one “Smart Growth communities—those that are and bicycle more and drive less than residents
mile) walked or cycled to school. In 1999, only
19 percent of children walked to or from school and
compact with a mix of land uses, well-connected
street and sidewalk networks, a supportive
of more isolated automobile-dependent locations.
6 percent rode bicycles to school. Overall, pedestrian environment—can help to achieve
Americans walk or cycle a trivial amount—only various health objectives primarily by affecting parks, schools, transit, shops and services; an association between obesity and suburban
about 6 percent of our trips—as compared to almost people’s travel behavior.” • Building streets and buildings with a sprawl. There’s an inference problem,” he said.
50 percent for the people of Scandinavia.” pedestrian perspective thereby creating places Turner claims to be one of a small group of
“The current low-density, car-requiring building
styles of the 20th century in the face of immense
Our built environment that are safe, vibrant and interesting for
walkers, bicyclists and transit users; and
researchers who have collected data that observes
the same set of people as they move around. His
population growth are not sustainable. The
solution, in my opinion, is high-quality density—
shapes our transportation • Linking street and trail networks, which will research is focused on whether the same person’s
reduce the time and distance needed for weight changes when he moves from the city to
safe, clean, quiet and healthy—with high energy choices, and in turn, pedestrians and cyclists to get from point A the suburbs.
and resource efficiency,” Jackson said.
human health. to point B.
But not everyone believes that Smart Growth is
“If you do that type of study, you’ll find the
movement of the same person from one
the answer to America’s obesity and health crisis. environment to the other has no effect on his or her
“Research has documented that, all else being Matthew Turner, professor of economics at the weight,” Turner said.
equal, residents of Smart Growth communities University of Toronto is one of them. Turner agrees that people living in suburbs are
walk and bicycle more and drive less than residents “You walk by a school and an old folks’ home next generally heavier than people in cities, but he
of more isolated automobile-dependent locations. door. You notice young people in one building and believes there’s a different explanation than Smart
This results in measurably better physical fitness, old people in the other. You ask yourself, ‘what about Growth makes people healthier.
reduced likelihood of obesity and traffic crash risk, these buildings make some of the people young and “Why are people in suburbs heavier? Because of
and fewer air pollutants per capita than residents of the others old?’ Now picture two buildings, but in different habits, like walking less and driving more.
more automobile-oriented communities.” one building the people are heavy and the other Overweight people in cities move to the suburbs
Frank believes that the solution boils down to building the people are thin. What is it about the and people who are predisposed to gain weight
Smart Growth principles applied to a variety of buildings that make people thin or heavy? move to the suburbs. They like to be reliant on
different settings such as small villages, developing “This conclusion is perfectly consistent with the cars,” he said.
suburbs, old town centers and central cities, such as: observation. But to really get a true understanding Turner agrees, however, with the Smart Growth
• Integrating land uses with one another, so that of what’s going on, you must watch people coming proponents that Americans are too reliant on their
people can easily accomplish basic utilitarian and going from the buildings, otherwise you can’t autos. To counteract this, he believes it comes down
needs on foot and bicycle; draw a valid conclusion,” said Turner. to hitting people in the pocketbook with things
• Locating retail such as small shops and “Planners are carrying out really bad science. such as specific time of day tolls on roads, charging
services near where people live to attract more They go to the suburbs and weigh people, then more for parking and auto insurance premiums
walking trips as opposed to having a few large they’re weighing people downtown. You can’t tell based upon the number of miles driven.
shopping centers or a mall; from the data if suburban folks are heavier or if “Since people are driving too much, they should
• Designing compact residential developments heavier people happen to be moving to the pay for this privilege. If they have to pay for it,
Atlantic Station to put more people within walking distance of suburbs. It’s junk science—there’s no evidence for people will want to stop organizing their lives
34 ON COMMON GROUND SUMMER 2007 SUMMER 2007 ON COMMON GROUND 35

around cars. People choose what they want to do, trial, much like those used in experimental drug
and should not have to be told where to live and studies,” said Frumkin, director of the National The program’s main
work. I’m not comfortable telling people where to Center for Environmental Health and Agency for
live. But I’m pretty comfortable telling people they Toxic Substances and Disease Registry at the CDC. goal is to empower
drive too much,” Turner said.
Dr. Howard Frumkin, of the Centers for Disease
“In Atlanta, there’s an infill development called
Atlantic Station being built that’s also the subject of communities to make
Control and Prevention, understands Turner ’s
skepticism and acknowledges some contradictory
a research project focused on the health effects of
Smart Growth. Through a collaboration between
walking and bicycling
findings, but believes this is typical with any
emerging field of science.
the developer, academics and public health
professionals, homeowners who are coming from
to school a safe and
routine activity.
People choose what they want to do, and should
not have to be told where to live and work.
Childhood Obesity and Safe Routes goals,” said Deb Hubsmith, coordinator for the
to School Program SRTS National Partnership, a coalition of 250
Established in 2005 by federal legislation, the nonprofits, governments, schools and private
Safe Routes to School (SRTS) Program was created organizations.
to address the growing problem of childhood Most communities are getting a positive
obesity and the health issues it gives rise to. reception to these programs; many communities
According to the SRTS Web site, in 1969 about half believe that 20 to 30 percent of morning traffic
of all students walked or bicycled to school. Today, consists of parents driving kids to school each day,”
fewer than 15 percent of all school trips are made said Hubsmith.
by walking or bicycling, one-quarter are made on a Fred Boykin, chairperson of the Metro Atlanta
school bus and more than half of all children arrive SRTS coalition and a city commissioner in Decatur,
at school in private automobiles. Ga., helped organize a very successful four-year
The decline in children walking and bicycling to pilot program implemented in four schools.
school has not only added to traffic congestion and The goals of the program were to promote
air quality around schools, but also sedentary physical activity in order to reduce childhood
lifestyles of American children. This puts them at obesity, improve air quality and reduce traffic
Atlantic Station
risk for obesity, diabetes and cardiovascular congestion—a big issue in greater Atlanta.
disease. SRTS also addressed safety issues of “We’ve done a lot of safety training, including
concern to parents, who cite traffic danger as a organizing bike trains and walking school buses
reason why their children are unable to bicycle or led by parents and volunteers,” Boykin said.
walk to school. “The program has resulted in an 86 percent
Atlantic Station
The program’s main goal is to empower increase in walking and biking at one elementary
communities to make walking and bicycling to school and a 22 percent drop off in afternoon school
“Opponents of the theory that Smart Growth and sprawled communities and have purchased homes school a safe and routine activity. The program pick ups using cars.”
better health are linked point to limitations in the in Atlantic Station pre-construction are being makes funding available for a wide variety of For an SRTS on-line guide, including a
research. Many of the studies have been cross- studied in regard to their weight and general programs and projects, from building safer street reference manual designed to support the
sectional, involving the study of two groups; one of health. It will provide an excellent opportunity to crossings to establishing programs that encourage development of programs and links to other SRTS
which lives in walkable communities and the other look at the same people before and after children and their parents to walk and bicycle publications and training resources, visit:
which doesn’t. Such studies don’t irrefutably prove they’ve moved to a Smart Growth community,” safely to school. http://www.saferoutesinfo.org/guide/index.cfm.
that one’s environment affects one’s travel Frumkin said. “Communities can use the money to fix existing
behavior. It may simply be that people who enjoy Soon, Georgia just might have the evidence of Heidi Johnson-Wright frequently writes about Smart
problems, such as schools near major arterials Growth and sustainable communities. She and her
walking move to Smart Growth neighborhoods. To positive health changes that a dose of Smart without sidewalks. To make it work, it’s important husband live in a restored historic home in the heart of
find a link between environment and travel Growth can affect. to gain community support by bringing school and Miami’s Little Havana. Contact her at:
behavior, you need to approximate a randomized city officials and stakeholders together to set hjohnsonwright@yahoo.com.
36 ON COMMON GROUND SUMMER 2007 SUMMER 2007 ON COMMON GROUND 37

Atlantic Station in Atlanta, Georgia
The Green
Building and
Smart Growth
Connection
By John Van Gieson
38 ON COMMON GROUND SUMMER 2007 SUMMER 2007 ON COMMON GROUND 39

G
reen building advocates, new urbanists Evaluators will assign up to 106 points to who represented the Congress for the New
and environmentalists have joined forces We wanted to projects applying for LEED-ND certification. There Urbanism on the Core Committee.
to merge their individual interests with are four certification levels: Platinum (80 to 106 Evaluating the applications is likely to be a time-
their common interest in promoting Smart Growth incentivize a good points); Gold (60 to 79 points); Silver (50 to 59 consuming job. Henry said, it will probably be the
and fighting sprawl into national standards for
neighborhood development. location, good points); and Certified (40 to 49 points). The higher
the score, obviously, the more the developer can
end of this year or early 2008 before ratings are
released. The ratings will be modified after another
Starting about four years ago, the Natural
Resources Defense Council and the Congress for
development and crow about it. Developers who don’t like their score
have the option of changing their plans and
comment period and won’t be finalized until 2009,
she said. Hopefully, Mudd added, that will involve
the New Urbanism opened discussions with the
Green Building Council about creating a national
good environmental resubmitting their applications.
“It’s designed with the idea that there’s
tweaking, not rewriting, the ratings.
What do the designers hope LEED-ND will
neighborhood development certification program
similar to other Green Building Council
practices. feedback, and the ratings can be improved,” said
Susan Mudd of Chicago, an environmental lawyer
accomplish? Basically they want to create a
powerful incentive for developers to design mixed-
certification programs. The Green Building use neighborhoods that are compact, close to
Council has had the Green Building Ratings transportation, attractive and green.
Systems since 2000. “It gives developers a certificate of authenticity
“We wanted to incentivize a good location, good that this is really a green development,” said Tom
development and good environmental practices,” Richman, a Palo Alto, Calif., urban design
said Kaid Benfield, director of Smart Growth for the consultant who represented the Congress for the
Natural Resources Defense Council. New Urbanism on the Core Committee. “It will
With considerable input from other groups, the move the market toward better design. It will give
three organizations developed the Leadership in a competitive advantage for neighborhoods that are
Energy and Environmental Design Neighborhood really environmentally sound and nice places to
Development (LEED-ND) ratings system and have live, and the third thing is that it will protect the
launched a pilot program to test the certification well-intentioned developers in the public process.”
standards. LEED-ND certification will save developers
Jennifer Henry, program manager of LEED for time and money as they work their plans through
Neighborhood Development at the Green Building the local government approval process, Richman
Council, said the standards incorporate the said, because it will tell local officials that the
principles of Smart Growth, new urbanism and proposed development meets national standards
green building and are designed to encourage for quality neighborhood development. It will also
developers to build better projects. give developers an effective tool to overcome the
“The first linkage is where you put your objections of people who abuse the process to
development in relation to transportation,” Henry oppose growth, he said.
said. “The second is neighborhood patterns and “What happens so often is that people who are
design. How you lay out the streets; how compact against any growth, the NIMBYs if you will, object
and workable is your design; and does it live up to to development on the basis of the environment,
the principles of new urbanism and Smart Growth? but they’re really just against growth,” Richman
The third is green building and technology. How said. He said the LEED-ND
energy efficient is your building going to be?” Stapleton near Denver, Colorado certification “ will help to
Photo provided by U.S. EPA clarify the conversation when
The development there is opposition. Is it really
Developing the LEED-ND standards involved Orenco Station near Portland, Oregon environmental stewardship, or
an enormous amount of work. A Core Committee is it just anti-development?”
comprising members of the three organizations and as 20 categories in each of the four areas. Most of
supportive groups released a preliminary version of the categories are worth a single point, but the The results
the ratings in 2005 and revised them after receiving ratings place special emphasis on issues such as Although it will be months
more than 4,000 suggestions during a comment location, reduced dependence on automobiles, before the results of the first
period. Earlier this year, the Green Building compact development and walkable neighborhoods round of ratings are known,
Council launched the pilot project, soliciting by awarding up to 10 points in those areas. there are neighborhood
applications from developers who want to be Under Neighborhood Pattern and Design, as developments around the
certified. The applications will be processed by one example, some of the standards that will be country that Smart Growth
teams of evaluators who will score projects on considered by the evaluators are affordable for-sale experts think meet with
dozens of criteria. and rental housing, parking, walkable streets and LEED-ND standards. Geoff
The ratings are based on four broad areas: Smart access to public spaces. The complete standards Anderson, director of the
Location and Linkage, Neighborhood Pattern and are laid out in the file “LEED for Neighborhood Environmental Protection
Design, Green Construction and Technology, and Development Rating System Pilot Version” on the Agency’s Development, Com-
Innovation and Design Process. There are as many Green Building Council Web site, www.usgbc.org. munity and Environment
40 ON COMMON GROUND SUMMER 2007 SUMMER 2007 ON COMMON GROUND 41

intended to build a commercial-industrial a warehouse district contaminated by groundwater
development on the site, but that changed when pollution. The neighborhood features 690,000
the city of Hillsboro was required to rezone the square feet of retail and office space, numerous
land for compact, mixed-use development to get shops and restaurants, three museums and eight
funding for the light rail project. At that time, historic buildings that were rehabilitated for
PacTrust had no experience developing residential residential use.
communities, let alone new urbanist projects. The discovery of the contamination nearly
There was no such thing as LEED-ND when brought the project to a halt as banks were reluctant
work on Orenco Station started about 10 years ago, to lend money to potential developers. The city of
but Dick Lofflemacher, director of residential Wichita brought the project back to life by forming a
development at PacTrust, said the company public-private partnership with the prime developer,
embraced Smart Growth principles because it MarketPlace Properties. The city leveraged public
wanted to do it right. funds to encourage redevelopment, and private
“Your infrastructure is very important and has to investors poured more than $111 million into the
be very well done,” he said. “People are paying a neighborhood.
premium for a small lot and a small house, you “Old Town is a testament to the effective use of
better have something going on, otherwise they’re public-private partnerships. Despite challenges,
not showing up.” the partnership improved the environment and
Atlantic Station
Photo provided by U.S. EPA
The Natural Resources Defense Council thinks established Old Town as a charming community
there is something going on at this Oregon that capitalizes on the historic beauty of downtown
development, reporting in an article on its Web site Wichita,” the EPA said in presenting a Smart
that “Orenco Station is proof that traditional Growth Award to Old Town Wichita.
People are paying a sprawling suburban development is not the only
choice that sells well in the market.”
John Van Gieson is a freelance writer based in
Tallahassee, Florida. He owns and runs Van Gieson
premium for a small lot Old Town Wichita is a 40-acre redevelopment of Media Relations, Inc.
and a small house, you
better have something THE APPLICATIONS ARE IN
going on, otherwise The U.S. Green Building Council Leadership in Energy
and Environmental Design certification program for
a lot of competition to be the first neighborhood
development to be certified,” she said.
Old Town Wichita
they’re not showing up. neighborhood developments is off to a rousing start.
The LEED-ND program has launched a pilot project
Once the process of certifying the 120 pilot projects has
been completed, the Council will solicit comments on the
based on certifying 120 neighborhood developments. When process and revise the LEED-ND standards next year. The
Division, said two excellent examples are Atlantic Georgia Tech, Georgia State University and the application process closed in April, the council had final standards may not be ready until 2009.
Station, a mixed-use brownfield redevelopment on Atlanta’s historically black colleges. A shuttle that received applications from developers seeking certification
the site of an old steel mill in Atlanta’s Midtown connects Atlantic Station with the nearest for about 370 projects.
neighborhood, and Orenco Station, a new Metropolitan Atlanta Rapid Transit Authority rapid “There was a lot of interest,” said Jennifer Henry,
neighborhood built on open space next to a light transit station hauled 900,000 people last year, Program Director of the LEED-ND program at the Council.
rail station near Portland, Ore. doubling ridership projections. Evaluating the applications is the responsibility of a
Another example may be Old Town Wichita, a Brian Leary, vice president of design and consultant hired by the Council, Criterion Planners of
public-private partnership that redeveloped a development for Atlantic Station LLC, said the Portland, Ore., and its subcontractors, Henry said. In
blighted warehouse district in downtown Wichita, developers ensured from the beginning that selecting the 120 projects that will be evaluated, she said,
Kan. Old Town Wichita won the 2006 EPA National Atlantic Station met Smart Growth, new urbanist the consultants will focus on projects that are most likely to
Award for Smart Growth Achievement in the Built and green building standards. succeed. She said they will also seek a balance of
Environment category. “We see it really as a value-added statement,” developments based on geography, project type and project
Atlantic Station is a 138-acre site bordering one of Leary said. “To the market it says that it’s a good size. The goal is to certify a mix of projects in high-growth
Atlanta’s infamously congested freeways. It’s touted product.” and slower-growing areas; urban, suburban and rural areas;
and large and small developments. Orenco Station
as the largest urban brownfield redevelopment in Orenco Station is a 190-acre new suburban
“If we only get one from South Dakota and we get 100
the country. The developers, AIG Global Real Estate community built on what was essentially a
from California, it’s a good bet we’ll pick the one in South LEED-ND is a joint project of the Green Building Council,
Investment and Jacoby Development, Inc., removed greenfield next to a light rail stop in Hillsboro,
Dakota,” Henry said. the Natural Resources Defense Council and the Congress
about 165,000 tons of contaminated materials to Ore., about 15 miles west of Portland. The
She said she could not identify applicants because they for the New Urbanism. The program is designed to
prepare the site for development. community features a town center, office and retail
were promised confidentiality until they are selected to incorporate principles of new urbanism, Smart Growth and
The project includes office towers, hotels, trendy space, and residential buildings ranging from participate in the pilot project. Henry said the council plans green building into the first nationwide standards for
retail stores, high-rise condos, lofts, apartments single-family homes to condos to lofts and to certify the first projects this summer. “I think there will be neighborhood development.
and single-family homes. There’s even a building apartments.
that rents apartments to students attending nearby The developer, PacTrust of Portland, originally
42 ON COMMON GROUND SUMMER 2007 SUMMER 2007 ON COMMON GROUND 43

Making
SMART
GROWTH
possible with Form-Based
Codes
By Brad Broberg
E
very “Next Big Thing” must cross the same threshold on
its way to acceptance. It happens when people stop
saying, “Huh?” and start saying, “Hmmm.”
Form-based codes are at that point. Sure, they’re still the
exception. And skeptics continue to carp. But the buzz is
undeniable. From Pleasant Hill, Calif., to Miami, Fla.,
planners, developers and citizens have all caught wind of the
concept and are more and more inclined to take a look.
“Form-based codes are a long way from being pervasive, but
people don’t automatically rewrite their zoning codes the
conventional way anymore,” said Karen Parolek, a principal
with Opticos Design in Berkeley, Calif.
That’s because they want codes that support a more finely
tuned approach to planning. “There’s a huge interest out there
in finding a better way to write regulations to encourage Smart
Growth—much bigger than we expected,” said Bill Spikowski
of Spikowski Planning Associates in Ft. Meyers, Fla.
Form-based codes primarily seek to regulate the physical
form of the built environment to create a specific type of
“place.” Conventional codes, on the other hand, primarily seek
to control the use of the land and the density of development
without great regard for the resulting built environment. While
each strategy includes elements of the other, they start with
different priorities, support different visions and typically
produce different results.
44 ON COMMON GROUND SUMMER 2007 SUMMER 2007 ON COMMON GROUND 45

With form-based codes, the
“You could use form-based codes to create any
kind of vision, but nobody uses them to create
elements of Smart Growth—such as mixed use and
greater densities—illegal without variances or
most common vision is the
suburban sprawl—the current codes do that just rezones. Smart Growth vision.
fine,” said Spikowski. “With form-based codes, the That’s why form-based codes occupy such a
most common vision is the Smart Growth vision.” prominent place in the Smart Growth tool box. “It
stands to reason that a different form of
The right tool development would go hand-in-hand with a
Miami development
Form-based codes are to Smart Growth what different form of regulation,” said Katz. “Use still
rudders are to ships. It’s possible to reach port matters. It just falls to a different level in the
without them, but good luck. “When the codes hierarchy of considerations.”
Planned townhomes in Pleasant Hill
don’t spell it out, the chances of getting [Smart One of the benefits of that approach is it arguably
Growth] are not as good,” said Spikowski. makes it easier to convert buildings to new uses,
Conventional zoning codes were not conceived promoting sustainability and allowing developers to
to create walkable neighborhoods with a mix of respond to changes in demand. “It gives the market
uses and a range of housing choices—three major more flexibility on a finer scale to determine which
principles of Smart Growth and its cousin new uses are appropriate to be near each other,” said
urbanism. They were conceived in the early part of Sitkowski.
the 20th century primarily to separate homes from
industry and other incompatible activities. Miami’s bold move
“One of the major impetuses of zoning was … to In the 25 years since Duany Plater-Zyberk & Co.
separate noxious uses from residential areas,” said (DPZ) used a form-based code to plan Seaside,
Bob Sitkowski, an attorney with Robinson & Cole, a Fla.—considered the birthplace of the concept—the
Connecticut-based firm with a well-known land- number of projects involving form-based codes has
use practice. “But times have changed. Today, more grown, but their application has somewhat
and more communities are looking for ways to narrowly focused. “They’re usually applied when
shape the look and feel of the built environment you have a clear vision for a particular
and not just control the use.” development,” said Spikowski.
In at least one sense, form-based codes are no Now, all eyes are on the city of Miami. Instead of
different than conventional codes. Both are tools to applying a form-based code to a particular project
support better planning. But, as the decades or even neighborhood, Miami is rolling out a new
passed, the challenge that inspired conventional form-based code for the entire city. “It’s
zoning codes—the intrusion of noxious uses into unprecedented—such a project has never been
neighborhoods—morphed into a new set of done in a city as large as Miami,” said Luciana
challenges: sprawl, congestion, environmental Gonzalez, assistant to the director of the
issues. As new strategies emerged to meet those department of planning.
challenges, so did the need for an alternative to The form-based code is the backbone of Miami
conventional zoning codes. 21, Mayor Manny Diaz’s blueprint to guide the
“As people attempted to implement
Smart Growth and new urbanism, they
discovered a need for a different way to
regulate development that was
appropriate to those new models,” said
Peter Katz, president of the Form-Based
Code Institute and former director of the
Congress for New Urbanism. “You can do
Smart Growth and new urbanism with
conventional zoning codes, but they’re not
the best tool for the job.”
In terms of supporting Smart Growth,
conventional codes don’t—at least not
very well. Their emphasis on separating
uses and controlling density force homes
to be built far from work and shopping,
makes inefficient use of available land and
requires car trips for nearly every activity.
In other words, conventional codes Form-based codes can promote “lifetime communities”
contribute to sprawl. They also make key by providing several housing types in one block
46 ON COMMON GROUND SUMMER 2007 SUMMER 2007 ON COMMON GROUND 47

bustling city’s future growth. “The city of Miami There, the city is using form-based codes to guide
has experienced an enormous development boom redevelopment in two specific districts but without
in the last few years,” said Gonzalez. “The a specific developer in tow. “These are two
regulations we had in place created chaos, failed to very good opportunities to experiment with
protect historic and traditional neighborhoods and live/work/play projects,” said Andy Gillies, the
affected the quality of life of our residents.” city’s planning director. “From the research we did,
Developed with help from DPZ, Miami 21 will form-based codes seemed to be … the best
take effect over the next two years in one quadrant regulatory mechanism we could find.”
of the city at a time. “The entire concept of Miami St. Lucie County in South Florida adopted a
21 is based on a form-based code that emphasizes form-based code to support a master plan for the
the shape and envelope of buildings rather than future creation of four new towns—from scratch—
their use and density,” said Gonzalez. within a 28-square-mile of grapefruit groves. The
Why does that distinction matter? Because plan preserves 60 percent of the land as
regulating use and density does little to ensure that agricultural by relying on the transfer of
the look and feel of a building—its configuration development rights to locations where the towns
and relationship to the street—will be in harmony Planned development for Pleasant Hill will be built. “That’s very different from what
with its surroundings. Form-based codes do. In Miami is doing, but it’s still cutting edge,” says
Miami, the hope is that a form-based code will, Spikowski, who helped create the master plan.
among other things, address the spread of high- “Quite a few developers are looking at this area.”
rise residential buildings that are “ way out
of character and proportion” to adjacent More than a ‘cool thing’
neighborhoods—but without reducing develop- St. Lucie County is just another example of how
ment capacity, said Gonzalez. Another goal is to “communities are finding creative ways to try form-
foster the development of live/work/play Before: Pleasant Hill BART Station in Contra Costa County, California based codes,” said Parolek. Many are getting their
neighborhoods. “Long-term, we hope to create a feet wet by adopting form-based codes as overlays
more walkable city,” she said. to existing codes, allowing developers to pick
The straightest line Form-based codes which code they want to follow. “The biggest
problem we have is misinformation,” said Parolek.
Parolek is excited to see a city the size of
Miami embrace form-based codes in such a
seemed to be the best “People think form-based codes are being done just
because they’re the cool thing to do.” What most
comprehensive manner. “Miami will prove how
successful they can be when applied citywide,” she
regulatory mechanism people probably don’t realize, she said, is that
many of the country’s most vibrant neighborhoods
said. Katz, on the other hand, is taking more of a
wait-and-see approach. “When you find something
we could find. sprang up before the advent of zoning codes and
could not be built today without replacing
good, there’s always a tendency to want to extend the years, various proposals to redevelop a large conventional codes with form-based codes.
it to as many situations as possible,” he said. “I this is what we want, as long as you build it that parking lot surrounding the rail station were fought “We’re also seeing a lot of jurisdictions latch on
don’t maintain that form-based codes are intended way, go ahead and do it.” by the community, which considered the proposals to the term form-based code … without any real
to be applied to an entire city. It’s too massive.” Where do form-based codes fit in? The codes, incompatible. Finally, the county hooked up with a knowledge of it,” said Parolek. “Form-based codes
Katz said form-based codes tend to work best created in close concert with the overall vision, developer and held a charrette to produce a vision involve a much finer level of detail than many
with neighborhood-scale projects and are ensure that what gets built looks and feels like for the 18-acre site that everyone could support. people are used to.” Katz has observed a similar
especially good at turning controversy into what people expected it to look and feel like— Attended by 500 different people over the course phenomenon. “A lot of communities are recognizing
consensus. That’s because form-based codes something conventional codes don’t do so well. of six days, the charrette resulted in a plan for a the value of mixed use, but the hard part is writing
evolved in tandem with a strong commitment to Conventional codes are essentially “defensive transit-oriented development featuring 549 an ordinance that defines what mixed use is,” he
community-driven design through charrettes. A codes,” said Parolek. “They say what you can’t do, dwelling units, 270,000 square feet of commercial said. “They’re either too loose or too restrictive.”
charrette is a three- to seven-day process that but they leave open any number of windows for space, 35,590 square feet of retail space and a new To promote better understanding of form-based
establishes a specific overall vision for the desired what you could do. Form-based codes say this is parking garage. The creation of a form-based code codes, the Form-Based Code Institute
look and feel of development in a specific project, a what you must do.” to regulate the development played no small role in (www.formbasedcodes.org) offers three levels of
neighborhood or an entire community. Form-based codes are a means to a predictable winning community support. “It helped the courses and this spring gave out its first Driehaus
All stakeholders—planners, developers, end. “A form-based code is the straightest line from community believe it was going to get what it Form-Based Codes Award. Another resource is the
property owners, elected officials, local citizens— the vision to the actual implementation of that approved,” said Maureen Toms, a principal SmartCode manual, a guide to the form-
participate in the charrette. The goal is to produce vision,” said Katz. “All the code is really doing is planner with the county. based codes created by DPZ and available at
a mutually acceptable and highly detailed final delivering the vision.” The Pleasant Hill model—a city or county www.placemakers.com.
design that will allow development to move working with a specific developer at a specific Brad Broberg is a Seattle-based freelance writer
forward without the usual logjams. “Normally, a All aboard site—is one of the most common applications of specializing in business and development issues. His
developer puts a proposal on the table and A good example of form-based codes helping a form-based codes. A variation is the approach work appears regularly in the Puget Sound Business
everybody attacks it,” said Parolek. “This way, the stalled project get untracked is the Pleasant Hill taken by Farmers Branch, Texas, a suburb of Dallas. Journal and the Seattle Daily Journal of Commerce.
community puts the proposal on the table and says BART Station in Contra Costa County, Calif. Over
48 ON COMMON GROUND SUMMER 2007 SUMMER 2007 ON COMMON GROUND 49

Chicago
le of Two Ci
A Ta ties
Long the inhabitant
of central cities,
America’s economy
has migrated to the
suburbs and exurbs—
but not entirely.
By Jason Miller
50 ON COMMON GROUND SUMMER 2007 SUMMER 2007 ON COMMON GROUND 51

P
rior to World War II, America’s cities “Paris in the mid-19th century was moving out, but stopped using the term “central cities,” changing it to
flourished. Hotbeds of commerce, culture and there was still an inward countermovement. Lower “principal cities.” “Suburbs” was omitted entirely;
social interaction, they provided everything economic-scale people were moving out; the more instead, “nonprincipal city metropolitan area” became
families wanted—or at least needed. In-town and affluent folks were moving in: sprawl at the edge and the preferred term.
nearby residential neighborhoods were built gentrification at the core. That’s identical to what Why? “Because suburbia is the new metropolis,”
densely, only a streetcar ride away from employment we’re seeing today in the United States I think what’s says Lang. “What people think of as suburbs have a
and retail opportunities. Our major metropolitan happening today are centrifugal and centripetal majority of the U.S. commerce—a larger share of
areas were compact, concentrated affairs, operating forces that push people out and pull people in; [these office, retail, etc. Fairfax, Va., has a huge economy,
efficiently while judiciously using resources such as forces] are always combining and recombining. bigger than Washington, D.C. And [former suburbs]
energy and land. That’s the way it’s been since the beginning of time.” Naperville, Ill.; Scottsdale, Ariz.; Plano, Texas; and
Things changed after World War II, when a mass But, if suburban growth is swelling at a faster pace Irvine, Calif.—all are principal cities now.”
exodus from almost every major city drained the than central city growth, what is moving even faster? These new principal cities play host to the majority San Francisco
populations in those urban areas, sometimes According to Bruegmann, exurban growth; i.e., the of commerce in the United States, says Lang, including
drastically. During the decades following the war, developing areas beyond what we would consider a huge share of Fortune 500 companies who have Whether these higher-density projects are built on
Americans moved out to first-, second- and third-ring third-ring suburbs, where the easily recognizable chosen to build headquarters and branch offices there. infill lots or in densifying suburbs, someone will
suburbs, chasing a dream of more land, lower density, subdivisions end and the two- to five-acre lots begin. For Lang, the U.S. economy’s move from principal city choose to live there, says Flint, pointing to 70 million
less crime, better schools, higher-paying jobs, cleaner “That’s probably the fastest growing part of the U.S.,” to nonprincipal city metropolitan area is already aging baby boomers as a prime target demographic.
air … in short, a better way of life. Sensing a trend, he says. As for which pattern will dominate, complete. “You find me one major high-tech company Recent surveys conducted by the American
many retail, commercial and manufacturing interests Bruegmann favors an inclusive outlook. “It’s a messy that is in a [central] city,” he says. “I dare you.” Association of Retired Persons (AARP) indicate a
followed the outward migration, further damaging reality: We’re looking at more of the same of all three No conspiracies or fear drive the movement to a clear interest in urban neighborhoods, where many
some central cities’ vitality. Suburbs across America patterns, but I don’t think there will be an effective suburbia-based economy, says Lang. The reality is daily needs are within a short walk of residences, and
boomed in physical size and population; slowly, the move of people toward the city.” much simpler than that: It’s a growth pattern based on a car is not a necessity. This suggests a different type
U.S. economy became a suburbia-driven affair, fueled Our current state of economical affairs is neither Americans’ preference for lower-density development. of development than conventional suburban.
by the decentralized, low-density development right nor wrong, neither good nor bad, it’s simply the Since America has been a land of open spaces ever Research conducted by the National Association
pattern and nourished by a business model that some way things are, says Robert Lang, co-director of the since the 1800s, there has been plenty of land to of REALTORS® has found that 70 percent of
say is tenuous at best and at worst, unsustainable. Metropolitan Institute at Virginia Tech in Alexandria, accommodate this low-density pattern of growth. And, homeowners feel a shorter commute is important to
But, suburbia seems here to stay—and so too its Va., and author of the upcoming “Boomburbs: The ever since the 1950s, technological advances have them—a statistical fact that, while not a smoking
effect on the U.S. economy. Suburban growth has in Rise of America’s Accidental Cities” (Brookings given us the tools to organize that growth into a gun, certainly points in the direction of desire for
some cases surpassed the level claimed by the Institution Press, May 2007). With more than 50 workable model that many Americans prefer. higher-density development.
central cities they once served; the “children” are percent of the U.S. population in the suburbs, “the For many, a non-suburban lifestyle may be a
bigger than the parents. At the same time, however, a economy has already left the central city,” he says. Back to our roots foregone conclusion, a decision based on dollars and
renewed interest in the amenities and lifestyle that According to Lang, even our terminology is While thousands of Americans are moving to sense and environmental awareness, says Flint. “The
mature, compact urban spaces can provide has becoming obsolete. In 2003, the U.S. Census Bureau suburbia and exurbia, a growing number are seeking sprawl economy took a beating over the past year.
helped some metro areas nearly recover—or at least a lifestyle that suburbia, for the most part, has not When gas prices spiked, I think people thought twice
stabilize—their population levels. The United States
is pursuing two development patterns; simultaneous
Suburban growth has in been able to deliver in any meaningful quantity. This
new demographic sometimes seems to be flying
about how far they were commuting and factored
transportation costs into their living arrangements in
forces that are feeding the growth of suburbia and a
revitalization of traditional urban cores. And the
some cases surpassed under the radar of social commentators, but
production builders are taking notice of them and
a more honest way, so that the true cost of getting
around the suburban environment became apparent
economy is following that growth. the level claimed by the adjusting their strategies accordingly, says Anthony
Flint, author of “This Land: The Battle over Sprawl
in the family budget.
“With the growing concern over global warming
History repeats itself central cities they and the Future of America” (The Johns Hopkins and driving emissions, I think there’s a slowly
To understand the University Press, 2006), and a former journalist now increasing environmental awareness and sensitivity,
nature of today’s once served. at the Lincoln Institute of Land Policy, a think-tank in an awareness that if you live in a more urban
economy and growth Cambridge, Mass. neighborhood, you can actually walk for some things
pattern, one need “Almost before it’s been studied or realized, the or take transit. In this way, urban environments are
only look to shift from the conventional suburban development seen as more energy-efficient. Climate change
precedent both here pattern to more concentrated urban, walkable activists are slowly coming around to this land-use
and abroad, says environments is happening,” says Flint. “For me, the connection. I think consumers are, too.”
Robert Bruegmann, proof of this shift is the big home builders Christopher Leinberger, a fellow at the Brookings
professor of art Las Vegas suburb themselves. Toll Brothers is working in Manhattan. Institution in Washington, D.C., and a partner in
history, architecture KB Homes and Pulte have high-density projects. So Arcadia Land Company (a new urban developer),
and urban planning at the University of Illinois at does Lennar Homes. These guys don’t get into things puts the proportion of Americans who want to live in
Chicago, and author of “Sprawl: A Compact unless they have a reasonable chance of making what he calls “walkable urbanism” at between 30
History” (University of Chicago Press, 2005). “For money. I think they realize the future is more dense, and 40 percent—even if that urbanism doesn’t occur
200 years it’s been the same: a population pushing more mixed-use, more urban. They’re looking at in central cities. “These people want downtowns,
outward with a corresponding movement inward, urban infill and redevelopment, and what they’re new suburban town centers, new lifestyle centers,
and at different times there’s been a difference in calling ‘urban villages.’” transit-oriented development, new urbanism. They
strength between the forces,” he says.
52 ON COMMON GROUND SUMMER 2007 Minneapolis SUMMER 2007 ON COMMON GROUND 53

of value creation. Rents go up, sales go up, property enough. He believes the demand will be met mainly country’s larger urban cores, the scales seem tipped
taxes go up, more people are on the street, enticing in the existing suburbs, which will need to urbanize to the side of suburbia, a trend that shows no
more developers to come into the market, adding more appropriately. “Five to 10 years from now, probably immediate sign of changing. The suburbs have the
complexity, which keeps it spinning further. Once you 60 to 70 percent of the demand will be satisfied in populations and the components to maintain its
get it started, it’s a pretty exciting place to be.” what we now call the suburbs; 30 to 40 percent will strong economic vitality. Whether they will morph
be satisfied within the central city limits.” into the complex, central-city model of commerce,
Will it last? America’s economy largely has followed its people culture and social interaction remains to be seen.
San Francisco
Can this shift in economy centers sustain itself or from the central cities to its suburbs. Even though a Jason Miller is a freelance writer, editor and publishing
will it eventually collapse under its own weight, a significant flow has begun to move back to the consultant based in Concrete, Wash.
victim of flawed assumptions or global realities?
America’s economy largely has Again, the answer is “all of the above.”
Robert Lang sees the situation as one in constant
followed its people from the flux, adapting to change as necessary. “We have
never been a society that built permanence,” he says.
WEATHERING THE DOWNTURNS
central cities to its suburbs. “The suburban pattern of development is a decades- When the housing market slows, do Smart Growth projects perform
better than their conventional suburban competition? Anecdotal
at East Beach in Norfolk, Va., says a large part of their success is
attributable to the uniqueness of the community, its location and the
long—a centuries-long—legacy of a country loaded
want high-rise and mid-rise condos, townhouses and with land and light with people. This pattern has evidence and some early research seem to indicate they often do, character of its architecture. “There’s nothing to compare it to in our
small-lot, single-family homes, but the key issue for been land-consumptive—although there’s still
although some markets disprove that assertion. market,” she says, “so even though we’re not immune to the outside
them is that it’s within walking distance to something According to a Reuters report released in February 2007, close-in, market, we certainly have a buffer.”
plenty of land left in the United States—and
significant: either regional- or local-serving retail higher-density suburbs are performing better than distant exurbs in Barbara Warner, sales and marketing manager for Hedgewood in
wasteful of resources. But, hybrid cars and housing price, volume and the length of time it takes to sell properties. Cumming, Ga., says her firm’s projects in the Atlanta area—such as
and commercial uses.” renewable energy resources are more likely
It’s not just consumer research that supports this, Arthur C. Nelson, director of the Alexandria Center of Virginia Tech’s Vickery and Woodstock Downtown—demonstrated a notable resiliency
outcomes than a reversal of the built environment.” School of Urban Affairs and Planning, also has generated data that when the market pulled back. “When people had a choice and the values
says Leinberger, it’s the price-per-square-foot figures Lang points to quasi-urban developments indicates higher-density housing generally fared better during the were the same, they chose the mixed-use neighborhoods. That’s what
of walkable vs. drivable real estate. “The walkable cropping up in suburbs as approaches likely to recent market downturn. people love. If they have a choice of being out in the suburbs with other
product tends to be anywhere from 30 to 200 percent increase in the coming decades. “They’re creating In a January 2007 report titled “The Market Acceptance of Single- houses that look just like theirs, or being in an urban setting with most
more on a price-per-square-foot basis,” he says, even more pedestrian-oriented places with more mixed- Family Housing Units in Smart Growth Communities,” authored by Mark conveniences nearby, they choose the latter—especially in Atlanta.”
though Arcadia has been seeing a range of 40 to 80 use components configured to higher density,” he Eppli, professor and Robert B. Bell, Sr., Chair in Real Estate at Marquette Sometimes, however, no level of quality can pull a market out of
percent. And, even though that price differential can says. “There’s a focus on nodes of density, as in University in Milwaukee, Wis., and Charles Tu, associate professor of its doldrums.
be partially explained by the higher construction and Fullerton, Calif., and Plano, Texas. Denver has a huge Real Estate at the University of San Diego, hard numbers demonstrate In Miami, a glut of condominiums caused that market to slump
land costs associated with high-density development, light-rail project under way, with a great emphasis on the ability of Smart Growth communities to sustain price premiums. beginning in April 2005, a slowdown that only worsened as September
it’s also the result, says Leinberger, of “underlying diversity and complexity of uses. So does Phoenix.” Eppli and Tu analyzed 4,744 actual single-family housing sale approached, says REALTOR® Ron Shuffield, president of Efflinger-
demand pressure and the fact that the market is If suburbia continues with its “business as usual” transactions between 1997 to 2005 in the Smart Growth developments Wooten-Maxwell REALTORS® in Miami. “This wasn’t related to style or
willing to pay it.” attitude for much longer, however, it may be in for a of Kentlands and Lakelands in Gaithersburg, Md., and in non-Smart pattern of development,” he says. “We simply have more inventory than
Unfortunately, that 30 to 40 percent of the home- rude awakening, says Anthony Flint. “The sort of Growth developments in Montgomery County, Md., measuring the ever before in our history—both for condos and single-family houses.
buying demographic may have to wait a while to get ‘what’s wrong with sprawl?’ argument is lacking in possibility of a Smart Growth price premium and the sustainability of that “The condo situation is worse, though, because as sales began to
that walkable urban environment it craves. According some creativity for me these days, because we’re not premium. The study employed approximately 30 control variables—such decrease, inventory began to increase. In April 2005, we had 14,000
to Leinberger’s research, most U.S. markets have dealing honestly with our uncertain future. What is as lot size and house size—to produce as accurate a result as possible. homes (single-family and condo) on the market in Miami and Fort
between 5 and 20 percent of their offerings in a the answer, in terms of these living arrangements Their analysis revealed a price premium for Kentlands and Lakelands of Lauderdale. Currently, we have 74,000.”
walkable urban condition, a gap that will take and our dwindling fossil fuel supply? What is the 16.1 percent and 6.5 percent, respectively, over comparable houses in In the opposite corner of the United States, development patterns
decades to close—especially since dense, mixed-use answer for how people can continue to function in
surrounding conventional subdivisions. That translates to an increase in carried virtually no weight in driving sales, says Lester VanMersbergen,
projects are more complex and riskier undertakings sale price of $35,000 to $42,000 per home in Kentlands, and $10,000 a REALTOR® with Windermere Real Estate in Lynden, Wash. “We went
car-dependent environments when global warming
than conventional suburban developments. to $15,000 per home in Lakelands. The Kentlands percentage was through a dip in prices and sales starting in November 2005 and ending
is such a clear threat? actually an increase of a previous, similar study from Eppli and Tu, which around October 2006,” he says. “The slowdown affected every area of
But those urban environments will never lose their “It’s almost a matter of security for Americans,
appeal, says Leinberger, because, by their very nature, had studied the same segment of housing type from 1994 to 1997 and town; it didn’t play favorites.”
being out in these far-flung developments. But found a 13 percent price premium (Lakelands was not built out at the That statement is significant, since Lynden has virtually every kind
they deliver a sizzle that suburbia has not yet matched. security from what? Terrorist attack? A flagging time of that earlier study). The consistently higher price premiums over of typical housing options in a smaller town (pop. 10,000), from
“The suburban product is delivered in an insular economy? Crime? Those are the traditional reasons, an extended period prove two points: established traditional neighborhoods to newer suburban development.
fashion; the only thing it has to do with the rest of the but there’s a different kind of security that’s emerging, • A significant segment of homeowners are willing to pay more for It even offers Greenfield Village, its first attempt at a full-fledged TND,
world is the traffic counts that it shares with its having to do more with how one can support a family a home in a Smart Growth development, as opposed to a with starter homes beginning in the $230s.
neighbors,” says Leinberger. “Walkable urban product while paying a lot more for gas, heating and cooling a conventional suburban subdivision; and But, no matter the neighborhood, no matter the price range, buyers
is integrated with a variety of different product types 3,000-square-foot home, and food that has to travel • Smart Growth developments have the potential to be more were basing their decisions on the dwellings themselves, says
surrounding it. Think of downtown Seattle—the retail, over long distances and is growing more expensive resilient during market fluctuations. VanMersbergen. “Buyers are paying attention to the houses, not so
housing, Pike Street Market, the new art museum—all because of energy costs. In that context, I think we In addition to the numbers, there is abundant anecdotal evidence of much the neighborhood,” he says. “If they were looking for an entry
of these amenities have to be within walking distance can look at security in a different way.” new urban neighborhoods trumping their sprawling neighbors in both home, they bought in Greenfield Village or chose a smaller home in
of housing. As more amenities are added, they become For Leinberger, suburbia is a necessary evil of price and volume during the market slowdown. Donna Arbogast, Homestead (the suburban subdivision). If they could afford a larger
huge benefits to the residential and retail components. sorts, since the demand for walkable urban REALTOR® and sales manager at East Beach Realty, selling properties house and lot, they bought it.”
As you shoehorn in additional housing and amenities, environments cannot be satisfied entirely in the
the place gets better, which leads to an upward spiral nation’s existing downtowns; they’re not large
54 ON COMMON GROUND SUMMER 2007 SUMMER 2007 ON COMMON GROUND 55

smartGrowth
Compiled by Gerald L. Allen, NAR Government Affairs
in the states
ALABAMA ALASKA KANSAS MASSACHUSETTS MISSOURI OKLAHOMA
Sidewalks are now required under The Vision Fairbanks plan aims City leaders in Lawrence have chosen True to his electoral plank on Kansas City is about to overhaul The Oklahoma City Council recently
new subdivision regulations approved to incorporate urban design, six areas for scrutiny as a team of transit and transit-oriented its zoning ordinance for the first responded to the growing downtown
by the Phenix City Planning economic development and planning consultants visits the town development, Democratic Gov. time in half a century, with housing market by rezoning the area
Commission in December. The most land-use components into a seeking the community’s input on a Deval Patrick unveiled a $1.4 major changes anticipated for to make way for residential and retail
noticeable changes for residents in the guiding blueprint for the city’s “smart code,” which is essentially a set billion plan for commuter rail from landscaping, parking and development amid the downtown
city are new curb and gutter center. The project’s task force of building rules that developers can Boston to Fall River and New housing throughout the city. offices and skyscrapers. The change is
regulations. All roadways within includes local transportation elect to use instead of the city’s Bedford, some 50 miles to the City officials say the public will intended to make it easier to turn
subdivisions are required to be and land-use planners and standard zoning code. The idea is that south, confident the line will help have plenty of opportunity to downtown into a community where
surfaced for their entire width and officials from the city of if the city offers incentives for bring private investment to the comment and if all goes as people can live, work and play. The
include curb and gutter. The curb and Fairbanks and the Fairbanks developers to follow the “smart code,” underserved corridor, expand planned, the city council could new rules will simplify downtown
gutter requirement includes North Star Borough. The task they’ll opt to create pleasant, walkable, affordable workforce housing, vote on the new rules sometime zoning, replacing the current 20-plus
sidewalks. The revised regulations force has hired a consulting mixed-use neighborhoods. At the reduce car dependency and in the summer or fall. The types of zoning districts with just
have two conditions for waiver: (1) The firm to help work through this recent forum, people split into groups improve air quality. Announced revisions are intended to permit three. All three zones will allow for
curb and gutter requirement does not process. By way of smart to brainstorm about what they like and just a week after the Transportation more pedestrian-oriented, mixed-use development, including
extend to subdivisions that lie more planning, the Vision Fairbanks what they’d like to see improved about Finance Commission estimated the mixed-use development, such residential, retail and commercial.
than 1.5 miles outside the corporate project offers Fairbanks a the places being studied. A common state’s transportation repair and as corner grocery stores, and The new rules will also make it harder
limits of Phenix City containing a chance to attract investment in question posed is whether the rules maintenance backlog at $15 billion would provide for improved to build new industrial developments
minimum lot width of 100 feet; and (2) the relatively near future, said eventually could be made mandatory. to $19 billion, the project will be landscaping and lighting downtown as they will now require
the regulations will not apply to a George Crandall, a partner at Consultants said the rules can stand by much harder to fund. standards and greater attention special permission from the city. New
subdivision containing at least 20 lots the firm leading the project. themselves, but that the group usually Administration officials expect to a neighborhood’s character developments will be subject to a
having a minimum area of one acre recommends that city leaders make most of the $1.4 billion to come when builders construct infill design review committee similar to
per lot and average frontage of 200 them mandatory only for newly from taxes generated by housing. A significant goal for the one that oversees Bricktown
feet (e.g., estate-type lots). annexed areas. development in the rail corridor, the consultants was producing a development. The committee will
hopefully even before line zoning ordinance that is much review major developments to make
construction begins. easier for the average person to sure architecture and design match
understand. Illustrations and other buildings in the area.
graphics were provided to make
the regulations easier to
administer and enforce.
56 ON COMMON GROUND SUMMER 2007 SUMMER 2007 ON COMMON GROUND 57

smartGrowth in the states (continued)
SOUTH CAROLINA TEXAS UTAH WEST VIRGINIA WISCONSIN WYOMING
Worried about ‘’profound quality of Villa Muse, a $1.5 billion, mixed-use St. George city planners have Despite some concerns about Launched in 2000 and saved from Casper and Natrona Counties
life issues’’ caused by sprawl and project near Austin, was recently come up with a design for Little restrictions, Charleston planning budget cuts two years ago, would like to make it easier to
traffic in North Charleston, across announced by developers. The Valley that strikes a balance commissioners approved a bill ‘’Wisconsin’s Smart Growth convert vacant parkland to other
Columbia’s suburbs and along the anchor would be the $125 million, between residents who don’t want that will amend regulations and program is a model for the nation’’ uses, most notably for school
northwestern I-85 corridor, 200-acre Villa Muse Studios, with to see developers take over the make it much easier for residents as it puts localities ‘’in charge of construction. However, county
Republican Gov. Mark Sanford told facilities for film, television, rural area and pressures for new to form conservation districts to their future, allowing local managers say that state law
a state planning conference that he advertising, music and video game development. The 5.2-square try to protect the architectural decisions to determine the prevents them from doing so.
seeks ‘’constructive ideas that makers. The development would miles in southeast St. George is integrity of their neighborhoods. direction that each community Currently, new schools require a
work’’ and is ‘’struck by the lack of include a 50,000-square-foot one of the largest tracts of Residents already have the takes,’’ said Gov. Jim Doyle, certain amount of acreage for
trust’’ between developers, soundstage and recording studios undeveloped land within city ability to form Neighborhood announcing almost $2.3 million in parking, but communities are
environmentalists and planners. and an outdoor amphitheater with limits. Under the preliminary plan, Conservation Districts, but the 2007 Local Comprehensive having problems finding enough
Expecting South Carolina’s seating for more than 70,000. As a majority of the land would be process has been described as Planning Grants for 12 multi- land to meet the parking
population to increase from 4 to 5.3 planned, Villa Muse would zoned residential, but the existing being too tedious. The measure jurisdictional applicants, repre- requirements. The state law
million within two decades, Gov. transform 681 acres in eastern Travis “equestrian enclaves,” with horse will now go to the city council. senting 145 villages, municipalities prevents them from converting
Sanford stressed the importance of County, near the Texas 130 toll road trails traveling through the and counties, with a total the vacant parkland into parking
smart decisions on growth to about 10 miles south of Manor, into developed areas and connecting population of more than 350,000. lots. Consequently, these schools
improve the state’s status in the a small city 15 minutes from with canals and the Virgin River, Under the program, designed to may be forced out to the fringes,
national competition for jobs, downtown Austin. would be preserved. The encourage intergovernmental co- with the city facing higher
businesses and retirees. The residential developments would operation and public participation infrastructure and service
governor is supporting the Priority be built around mixed-use, in local growth planning, the state extension costs. Managers argue
Investment Act, now in the general commercial town centers. has already helped 964 com- that several hundred thousand
assembly, which would require munities that matched the grants to dollars could be saved if the
localities to coordinate their complete their plans by 2010 and county were able to convert
comprehensive plans. qualify for future state development vacant parkland into parking lots.
and infrastructure funds.
58 ON COMMON GROUND SUMMER 2007 SUMMER 2007 ON COMMON GROUND 59