Author: Cheryl Cort
CSG in the News: ADUs gaining in popularity across the country
Cities’ interest in granny flats at ‘fever pitch’ amid U.S. housing crisis
by Carey L. Biron, MAY 20, 2019, Reuters
WASHINGTON (Thomson Reuters Foundation) – The U.S. capital is one of the most expensive cities in the country, but Derek Wright hopes to cover his housing costs with a novel strategy that local officials are keen to foster: He is becoming a small-scale landlord.
Very small-scale, that is. Wright is applying for a permit to turn his townhouse’s basement into a separate home, the rent from which he expects will cover more than half of his mortgage.
These types of projects are technically known as accessory dwelling units (ADUs), but are also called “granny flats”, “mother-in-law suites” or “English basements”….
And they are gaining popularity around the country, said Cheryl Cort, policy director for the non-profit Coalition for Smarter Growth, as policymakers in expensive cities look to them as a way to boost affordable housing.
Granny flats offer a low-cost housing solution because the land is already paid for, she said, and they are often built in more central parts of the city.
They have long been allowed in Washington, but in 2016 city officials tweaked the application rules with the aim of making the process easier, said Cort.
The city struck down various prohibitions and made it so “a homeowner can build one as a matter of right, for the most part,” she added.
Ileana Schinder, the architect who worked with Fazio and Wright on the designs and city approvals for their projects, said she has overseen the construction of about 20 granny flats in Washington over the past few years — and interest is climbing.
Many of Schinder’s prospective clients have been young families looking for additional income so they can stay in the city, as well as older people who need the financial boost to continue living in their homes….
View full story here.
WaPo: ‘These lanes are for buses only’: Enforcement of new downtown bus lanes begins
‘These lanes are for buses only’: Enforcement of new downtown bus lanes begins
by Luz Lazo, Washington Post, June 3, 2019
New bus lanes on H and I streets NW go live this morning, and that means new traffic patterns for thousands of drivers who travel along two of the District’s busiest corridors.
The new rush-hour-only lanes have been distinctively marked with red paint, have “Bus Only” markings on them and signs on each block detailing the hours of operation to make it clear to motorists to stay out of them during the morning and afternoon rush…..
“Enforcement is obviously key,” said Cheryl Cort, policy director for the Coalition for Smarter Growth, which has been advocating for bus lanes. “We need to make sure the rules are clear and understandable, and we need to get to full compliance.”
View the whole story here.
CSG partnering with MetroHero on “Report card” to determine if D.C. Metrobus service makes the grade
“Report card” will determine if D.C. Metrobus service makes the grade
May 9, 2019 — The Coalition for Smarter Growth (CSG) is partnering with MetroHero to release a report card on Metrobus service in D.C. The report card will grade bus service on speed and reliability.
The MetroHero team will be monitoring activity on 34 major bus routes in D.C.’s priority corridor network throughout the month of May, evaluating each route based on metrics such as average travel speed, spacing between buses, and how closely the buses keep to their scheduled arrival times. The results will be publicized in a digital “report card” which will assign grades to each of the routes based on their performance in each of these different areas, inspired by a similar project by the Bus Turnaround Coalition in New York City. The resulting analysis will form the basis of a public report written by CSG and MetroHero that will identify the greatest problems faced by D.C.’s priority bus routes today and make recommendations for how to improve their performance in the future.
The reports will be made available to the public in June.
MetroHero (www.dcmetrohero.com), which began as a simple app designed to visualize real-time train positions in the D.C. Metrorail system, has been monitoring and providing performance metrics on WMATA’s trains for over three years. The app has gained popularity with many area commuters, averaging roughly 15,000 unique users every month, largely due to its unique real-time visualizations of the current state of the Metrorail system, from train delays and service outages to user-driven reports of inconveniences such as station crowding and broken intercoms. In September 2018, the MetroHero team extended a number of their train performance tracking algorithms to the Metrobus system, which will be used to gather performance data for the report card.
CSG (www.smartergrowth.net) is the leading organization in the Washington, D.C. region dedicated to making the case for smart growth — promoting walkable, inclusive, and transit-oriented communities, and the land use and transportation policies to make those communities flourish. In 2017 and 2018, CSG organized non-profits and partnered with the business community in the MetroNow campaign to win $500 million per year in dedicated funding for Metro. CSG serves on the Bus Transformation Study executive committee, previously led and won an 81-mile bus rapid transit plan for Montgomery County, Maryland, and has led other campaigns for improved transit.
Supporting a new approach to automated traffic enforcement with DDOT to achieve Vision Zero & bus lanes that work
Supporting a new approach to automated traffic enforcement with DDOT to achieve Vision Zero & bus lanes that work
May 3, 2019
Dear Chairman Mendelson:
We understand that Councilmember Cheh has reservations about transferring automated traffic enforcement from the Metropolitan Police Department (MPD) to DC Department of Transportation (DDOT). While DDOT can be frustrating, everyone agrees that photo enforcement is not optimally managed right now. Given that 30+ people die each year on our streets, we should not turn down an opportunity to improve the use of photo enforcement by putting DDOT in charge of it. DDOT is lead on Vision Zero and implementation of dedicated transit lanes (coming to H & I, 16th St & K Street soon). It makes sense to enable DDOT integrate automated traffic enforcement into these programs.
This is how other leading jurisdictions have approached it, such as New York City and Chicago, where their Departments of Transportation are in charge on automated traffic enforcement. See NYC DOT report on automated traffic enforcement here: http://www.nyc.gov/html/dot/downloads/pdf/speed-camera-report-june2017.pdf. DDOT’s management of photo enforcement poses not legal issues, as some have claimed. The Mayor currently has authority to use the “photograph” as Prima Facie evidence of a violation. Currently, and whether administered by MPD, DDOT, DPW, or another agency, the use of photographs to detect violations are legally treated as non-moving. The penalty is a fine – no points on the license – it’s all still associated with the registered vehicle, not the driver.
How the D.C. Council can make the most of this opportunity: WABA recommends tying photo enforcement to action by DDOT. DC Council could require DDOT to act to fix problem areas detected by traffic cameras as a part of their management of the cameras program. From WABA’s report:
Fix infrastructure at high revenue traffic safety cameras
The goal of the automated traffic safety camera program is safety, not revenue. In places where an automated traffic camera generates a disproportionate amount of money, the underlying street design should be changed immediately, using the tactical design process described above. Traffic calming techniques should be employed to encourage safe driving through better street design.
Without putting DDOT in charge, we are greatly concerned that developing new applications for photo enforcement, such as bus lane compliance, bike lane compliance, and other new uses, will be slow and ineffective. We need to put DDOT in charge in order to more effectively use this tool. DDOT is the agency that is most focused on and responsible for achieving our city’s transportation system’s efficient use and safety.
We all agree that the goal is compliance with the rules of the road, not ticket and revenue generation. DDOT offers an important opportunity to greatly improve on the use of this powerful tool for safety and manage a more efficient transportation system.
Thank you for your consideration on this issue.
Sincerely,
Cheryl Cort
Policy Director, Coalition for Smarter Growth
CSG in the News: Study: It’s past time the D.C. region transform its bus network
Study: It’s past time the D.C. region transform its bus network
By Luz Lazo, May 6, 2019 at 6:11 PM, The Washington Post
….A $2.2 million study released Monday lays out more than two dozen recommendations for transforming the Washington region’s bus network into one that is centered around customers’ needs, is financially sustainable and embraces innovation and technology.
The draft recommendations would help reverse ridership declines driven by service that is too slow, complex and unreliable. The study was compiled by the Bus Transformation Project, a group of D.C.-area transit officials, experts and advocates.
….
“We have no choice,” said Stewart Schwartz, executive director of the Coalition for Smarter Growth.
“We do need to move forward and I think there is a shared commitment” in the region,” Schwartz said. “A route redesign and dedicated lanes and improved customer information can make all the difference in the world.”
View full Washington Post story here.
CSG in the News: DC hopes to increase housing supply 25% by 2030 – WTOP
DC hopes to increase housing supply 25% by 2030
By John Domen, May 4, 2019 8:22 am, WTOP
It’s not cheap to live in D.C. Whether you rent or hope to own, finding a place to live has become more expensive over the years because the population growth seen in the city this century has far outpaced the housing that’s available….
One of the approaches the city seems ready to focus on are “accessory dwelling units.”
…“There are large areas of the district that are part of the … zone, so they’re able to add accessory dwelling units to their property,” said Bush. “They both present the opportunity to increase the number of units of housing, and therefore decrease the cost of housing. But they also provide an opportunity to give another source of income to a homeowner that might be feeling the pinches as the cost of living in D.C. rises.”
…“There’s groups like the Coalition for Smarter Growth and others that have started to create some really interesting programs with homeowners and architects etc. to promote this, but I think there’s more we can do to make sure homeowners are taking advantage of this program,” Bush said.
View full story here.
CSG in the News: Dedicated bus lanes coming to H and I streets this summer
Dedicated bus lanes coming to H and I streets this summer
Enforcement is key to the success of dedicated lanes in one of the busiest transit corridors in the city, advocates say.
by Luz Lazo, Washington Post, May 3, 2019
“We see this as the beginning of really speeding up the implementation of bus lanes and delivering high-quality transit,” said Cheryl Cort, policy director for the Coalition for Smarter Growth. “We will bring back the riders that we have been losing and we will attract new riders because it is going to become a fast, efficient and inexpensive way to get where you need to go.”
“A large share of all bus riders every day are moving through these corridors and they are often stuck in traffic,” Cort said. “Bus lanes are a crucial tool to changing that.”
Transit advocates are excited about the new lanes and about the possibility of reviving an extensive network of bus lanes that disappeared after the Metro system was built. The nation’s capital stands out as a major Northeast city that does not have a network of dedicated bus lanes in its downtown. Baltimore, Philadelphia and New York all have such networks.
See Washington Post story here.
CSG in the News: Let’s make our streets safer by putting the transportation people in charge of traffic cameras
Let’s make our streets safer by putting the transportation people in charge of traffic cameras
Opinion by Cheryl Cort, Coalition for Smarter Growth, in www.GreaterGreaterWashington.org
Here’s one of the changes proposed by DC Mayor Muriel Bowser in her budget to fix dangerous streets: Transfer photo enforcement from the Metropolitan Police Department (MPD) to the District Department of Transportation (DDOT). In the wake of so many tragic deaths on our streets, the mayor’s proposed transfer of photo enforcement to DDOT is one of a number of actions she can take to make our streets safer. Whether the DC Council will support this transfer will be determined in the next two weeks in the final budget deliberations and vote.
Traffic cameras can be an effective approach for discouraging dangerous behavior by drivers. By placing oversight of this tool with the agency responsible for managing our streets, automated traffic enforcement could more effectively improve safety. Traffic cameras are helping now, but they could be used much more strategically if DDOT is able to integrate them into its safety programs.
While there’s good precedent for Departments of Transportation administering automated traffic enforcement—New York City and Chicago are examples—DC Council Transportation and Environment Committee (T&E) chair Mary Cheh (Ward 3) is skeptical, and wants to keep photo enforcement where it is, with the police. We at the Coalition for Smarter Growth along with our partners think this would mean a missed opportunity to make our streets safer.
Why would street safety improve if DDOT manages automated traffic enforcement?
DDOT is uniquely positioned to use automated traffic enforcement to bolster its safety programs, like Vision Zero and traffic calming. Unlike MPD, DDOT can use photo enforcement to assess the safety performance of corridors and intersections and make changes that prevent dangerous behavior.
The city’s high number of traffic deaths this year point to the shortcomings to date in DDOT’s efforts to build safe roads, and better utilization of traffic cameras is no substitute for the essential work of street redesign. But bringing the powerful tool of automated traffic enforcement into DDOT’s toolkit is a part of the solution.
In addition to the opportunity to better integrate photo enforcement with DDOT’s other safety tools, the agency is also planning to deploy traffic cameras to enforce bus lane compliance. While DC lags far behind other cities in deployment of dedicated bus lanes, starting this year, the District will establish dedicated bus lanes on H and I Streets downtown as a summer pilot. We also hope to finally see the 16th Street bus lanes, and later the implementation of the K Street redesign with dedicated bus lanes.
But bus lanes need to be enforced, and DC’s record of enforcement hasn’t been great (e.g. 7th and 9th Streets downtown). Given everything on MPD’s plate, getting sufficient attention from MPD to deploy and fine-tune new automated traffic enforcement for bus lanes seems challenging at best. On the other hand, DDOT has a direct interest in using photo enforcement to ensure that bus lanes are successful, move more people, and improve accessibility in the city.
Critics of photo enforcement have often charged that cameras are more about revenue generation than preventing dangerous behavior. Vesting DDOT with the responsibility for using traffic cameras as part of their management of roadway safety gives us an opportunity to ask for greater accountability. With the transfer of traffic cameras sought by the Mayor, the DC Council can insist that DDOT use its data collection and photo enforcement results to act more quickly to fix streets and intersections that show risks outside the norm.
The traffic camera debate is playing out right now
The DC Council and the Bowser administration seek to make good on the promise of Vision Zero. That’s why the Washington Area Bicyclist Association, Coalition for Smarter Growth, and DC Sustainable Transportation, along with Councilmember Charles Allen (Ward 6), DDOT, and the mayor want traffic cameras shifted to DDOT to improve street safety. The debate is playing out right now in the final budget deliberations, and involves a split between two committee chairs.
Cheh wants the MPD to continue to administer automated traffic enforcement, and is not accepting the Mayor’s budget provision transferring automated enforcement to DDOT and under her committee’s oversight. Allen, who chairs the Committee on Public Safety and the Judiciary, supports the transfer to DDOT and does not want to accept the funds back into MPD’s budget. This conflict between committees will need to be resolved by council chairman Phil Mendelson.
We hope Mendelson will support placing traffic cameras with DDOT so it can incorporate them in the coordinated approach known as the four E’s of street safety: engineering, enforcement, education, and evaluation. Under DDOT, there will be a better focus on safety to protect people who walk, bike, drive, and use transit in our city, and better enforcement of dedicated bus lanes to speed up buses, improve on-time reliability, and bring back riders.
See story here.
CSG in the News: A Controversial Solution To D.C.’s Housing Crisis: Help The Middle Class
From WAMU: A Controversial Solution To D.C.’s Housing Crisis: Help The Middle Class, by Ally Schweitzer
The idea? Invest in housing for the middle class.
…Why has the mayor’s proposed workforce housing fund sparked controversy?
Mainly because there’s deep skepticism that middle-income people should be a priority when D.C. residents on the bottom of the economic ladder are much worse off.
The top 20 occupations in D.C. by employment totals, 2017. (Includes D.C. residents and commuters.) From a Coalition for Smarter Growth analysis of Bureau of Labor Statistics data.
First, the Coalition for Smarter Growth has criticized the city’s definition of “workforce,” saying it’s out of step with reality. According to a report published by the urbanist think tank, eight out of the city’s top 20 professions pay an annual median wage of less than $49,000, or 60 percent of AMI. For example, nearly 16,000 city workers are employed as janitors or cleaners — jobs that pay an annual median wage of $29,000, per CSG’s analysis. Meanwhile, teachers, social workers, and first responders don’t crack the top 20.”
Read CSG’s report and recommendations here.