Monday, July 23, 2012

Streetcars and Traffic: Atlanta GA v. Portland OR

An interesting article by Ariel Hart of the AJC draws out some of the debate over whether Atlanta should carry out a plan to develop a streetcar as part of it public transit initiatives. Because I am an ardent proponent of public (and alternative) modes of transportation, and because I used to live in Portland, OR, I felt compelled to write a little note to Ariel:




Portland is a wonderfully vibrant and quirky little city with an amazing culture and a very progressive and intelligent voting population. One of the reasons Portland’s public transit is often seen as the model for othr cities is that Portland’s metro area boundaries are both politically and geographically constrained from sprawling development, at least relative to other major metro areas in the U.S.; and Portland has very disciplined zoning and planning approaches to development. For cities like Portland, it is more feasible to plan a long-term light rail project when the plans for such a project are closely aligned with a long-term growth plan for urban and metro development, and well defined within a tightly regulated boundary, like Portland's Urban Growth Boundary (UGB); this coordination between urban development regulation and urban transit planning is exactly what spurs the sorts of transit-oriented development patterns that ultimately lead to smart growth and help to justify the expenditures of such significant transit projects.

According to Ariel's article, it appears Portland has successfully and appropriately aligned the funds to finance and operate the streetcar project with parking revenue and taxes from property owners along the system's routes. When transit funding is properly aligned with transit behavior and future transit-oriented development, it naturally encourages smarter transit. By contrast, Atlanta is proposing a sales tax to fund much of its public transit development.


In the article, opponents of the Portland streetcar project cite the stalled out development projects in the Pearl District--the city's largest beneficiary of the progressive transit plan--but forget that as condo and mi
xed-use development stalled in 2008 through 2010 (as it did everywhere else the country), Portland would not have been able to achieve what is now one of the most vibrant models of urban development int he country had it not been for the wide support of the street car project, not to mention the abundant public green space and well-planned waterfront development that was mandated within the district.

One economic justification for (or advantage of) Portland’s streetcar—and one that Atlanta will certainly be challenged with--is the fact that in Portland, a city whose square city blocks are densely populated with vibrant mixed-use development and are right-sized (about 200 X 200 FT), there is a far greater consumer benefit per linear-mile of streetcar usage. This section of Ariel's article provides some insight:

'"I honestly think the streetcar has built a destination," Watson said. "People go by in the streetcar and we'll see them looking out the window at us, pointing. Then they'll get off next stop and walk back."What makes a streetcar different from a heavy rail line or even a bus, is how easy and pleasant it is to ride. In most cases, people get directly on and off at street level, and it moves smoothly down the street at a moderate pace, almost like an amusement ride.'




This again goes back to the smart development patterns and growth plans instituted long ago. The mobility study is interesting but I think partly flawed. Even though Portland ranks lower in having the worst traffic congestion, it is important to know that Portland rarely widens its roadways to the extent that Atlanta does. So when you control for urban growth restrictions and roadway capacity limitations, I would bet that Portland ranks far superior to Atlanta in terms of a more relative comparison.

In my opinion, suburban traffic congestion can be a good thing and will force alternate modes of transportation in the long run. When Portland decides to restrict urban growth and limit the capacity on its highways, congestion naturally occurs at a much higher (faster) rate per same-size road mile. The comparison of 81% commuters in Portland vs. 88% commuters in Atlanta is not an apples-to-apples comparison. The commuters in Portland travel much shorter distances overall, even though traffic can often get just as snarled as it can in Atlanta. One major difference is that in Portland traffic congestion and average commute distance is somewhat directly determined by the UGB and the resistance to increasing roadway capacity; whereas in Atlanta, congestion has been largely produced by massive population growth and sprawling development patterns. Aside from that, Portland is a much smaller metro area.

To me, it’s not remarkable that Portland’s commuter rate is in the 80th percentile and considered high for a city whose bicycle commuter rate ranks among the top in the nation. The city's light rail is still very limited in its reach and scope. What’s remarkable is that despite the political and geographical and economic obstacles to developing public transit, Portland seems to have struck a good balance. Atlanta can learn a lot from it, and I hope it continues to do so.

Tuesday, July 17, 2012

Saving the Crum & Forster Building

I recently wrote a letter to Atlanta's urban Design Commission, Executive Director, Doug Young, arguing in favor of preserving an historic landmark in midtown Atlanta that is presently being threatened with demolition by the property's new owners. Details of the threat are posted here on the Atlanta Preservation Society's website. The contents of the letter are presented below:



July 17, 2012

Doug Young, Executive Director
Urban Design Commission
City of Atlanta Office of Planning
55 Trinity Avenue, Suite 3350
Atlanta, GA 30303-0331

RE: Preserving Symbols That Matter: The Crum & Forster Building

Dear Doug,

As a resident of the City of Atlanta, and a frequent visitor and patron of Georgia Technology Square, and as an ardent supporter of smart growth and sustainable urban design, I support the preservation of the Crum and Forster Building in its entirety, and I oppose the introduction of legislation that would de-designate any portions of this landmark property.

In reviewing the Application for Certificate of Appropriateness submitted by the Georgia Tech Foundation, Inc. (Applicant), I was surprised to learn that the Economic Review Panel (ERP) appointed to provide evidence of the existence of a condition of unreasonable economic return consists entirely of persons whose professional expertise in real estate appear to have little, if anything, to do with assessing the economic benefits of historic preservation and instead have everything to do with assessing the financial returns and accounting profits associated with urban real estate investment opportunities. It is certainly not surprising that the ERP has reached a unanimous agreement that a “reasonable economic return” cannot be achieved under any methodology that involves renovating the existing structure. The ERP’s analysis of investment returns and accounting profits likely does not include the economic benefits and costs associated with the preservation of history, architecture and culture, nor the benefits and costs associated with the provision of public green space and adherence to urban design principles. Rather, it is more likely the ERP’s calculation consists primarily of the income and appreciation growth requirements needed to satisfy the Applicant’s real estate investment objectives as stated in their own financial reports.

While I strongly support the Applicant’s goals in promoting higher education and enhancing the campus and midtown community through responsible development, I do not support the destruction of a significant architectural landmark on the basis of the Applicant’s financial objectives. I believe the Applicant is fully capable of exploring alternatives that help achieve the Applicant’s financial and non-financial goals while simultaneously striving to preserve and protect an important and architecturally significant historical landmark.

Current Level of Economic Return on the Subject Property

The ERP’s claim that a complete restoration to the subject property would devalue the surrounding parcels acquired for assemblage, and their claim that the costs of renovation to the subject property would be “impossible to recoup,” does not consider all the economic benefits associated with preservation and restoration of the subject property—nor does it consider the significant history, architecture and culture underlying the subject property’s true value. It appears the ERP’s directive in finding evidence of a condition of unreasonable economic return is centered squarely on the Applicant’s financial position, changes to the Applicant’s net assets, and the expectation of cash flows produced by the Applicant’s various investment opportunities—of which real estate comprises only five percent.

A measure of the current level of economic return on the property, as interpreted and stated in the Applicant’s application, provides no true measure, and no true value, of the real net economic benefits to the Applicant or the midtown community. That the Applicant and its affiliates chose to purchase the property (and thus purchase the option to hold for three years, or else develop) at the peak of a real estate cycle, only to suffer a significant loss in value and loss of potential income during the recession, has relatively little weight as a determining factor in whether or not to preserve one of midtown Atlanta’s few historical icons. Further, the Applicant’s option to take zero depreciation reduction because of the Applicant's plans to demolish the subject property was a calculated investment decision. The Applicant exercised a development option that gives the Applicant the right without obligation to defer development of the subject property to a future period with full knowledge of the potential risks associated with such an option, including the risk that is inherent in purchasing an architecturally significant historic building that would potentially be subject to imminent landmark designation if/when threatened by destruction.

The current level of economic return on the subject property would therefore not only include the purchase price, taxes, expenses, interest and debt service, but also the expected rate of return derived from the Applicant’s option valuation and optimal timing of a proposed assemblage, entitlement and redevelopment of the subject property and its adjacent parcels. Because the Applicant took a calculated risk in forgoing the option to derive income and depreciation deductions from the subject property in its current or rehabilitated condition during the past three years, the Applicant cannot necessarily claim that the costs incurred during the past three years represents an unreasonable economic hardship; nor should the commission weigh these costs without giving full consideration to the true value and economic benefit of the Applicant’s development options and the value and economic benefits associated with preserving an important piece of Atlanta’s history and architecture.

Market Value and Feasibility of Alternative Uses for the Subject Property

The contention that it is “not economical to use the existing building” for the purposes intended by the Applicant does not on its face appear to include other economically beneficial alternative uses for the building that also meet the intended business requirements and other development objectives of the Applicant. I hope that the commission will encourage the Applicant to explore alternative uses for the existing building that not only serve the Applicant’s interests but also the interests of a community that is impacted by the continued expansion and development of Georgia Technology Square.

In its application, the Applicant uses a tax assessed value of the subject property of $2.1 million in its current condition to demonstrate that the property is extraordinarily under-valued when compared to the potential investment value of the subject property after it is redeveloped and integrated as part of a larger project. The tax assessed value and the Applicant’s estimated $150 million ex-ante value of the larger project—which includes destruction of most of the subject building—does not provide the commission with an appropriate or accurate  comparison of the estimated “market value” of the subject property in either its current condition or in the Applicant’s planned future condition. It seems prudent that the commission should encourage the Applicant to provide a more detailed and accurate calculation of the subject property’s estimated market value that considers alternative income-producing uses for the subject building. These values can then be evaluated alongside the benefits derived from potential government incentives and then measured against the social and economic costs of destroying one of Atlanta’s few remaining historic landmark buildings.

The Applicant has stated in its application that the reuse of the existing structure is “not feasible for an expansion of Technology Square” and that the existing structure is “incompatible with the balance of Technology Square.” It is quite frankly hard to believe that given the Applicant’s (and its affiliate’s) long and admirable history of successfully preserving and integrating symbols of architectural history throughout its campus through the adaptive reuse and innovative integration of historic buildings into new development contexts, that the Applicant, in this instance, is somehow stymied in its ability to explore and develop a more creative solution for the subject property.

If the Applicant’s intention is to “enhance the viability and scope of Technology Square,” through its expansion of the subject property, then it seems reasonable to expect that the Applicant would take the same approach and consideration to preserving significant historical symbols in Technology Square that are meaningful to the Atlanta community as it would the symbols that are meaningful to Georgia Tech's main campus. We would not expect, for instance, that the Applicant would ever consider destroying the beautiful and historic buildings in Georgia Tech’s Old Campus and Hill District as a means to achieving investment returns.

Proposed Preservation of the Existing Subject Building and Alternative Use of Adjacent Parcels

The Applicant has suggested that preserving the existing subject building would create an imbalance in the expanded development of Technology Square; and the applicant has provided a sketch of their proposed development which presumably describes a more balanced approach, at least from a building mass and design aesthetic. The sketch shows a towering high-rise, which looks to be 30-stories or higher, that flanks West Peachtree Street and which considerably dwarfs the adjacent College of Management building and also nearly conceals the beautifully designed southeast corner of the College of Management building. Further, the sketch does not show any publicly accessible plaza or green space other than the miniscule landscaping that fronts the subject property of the proposed development along the east side of Spring Street. It does not appear that the Applicant’s proposed development, as illustrated in the sketch, meets some of the basic tenets of contemporary urban design principles that provide for appropriate building height/mass/scale or some allocation of public green space. If the Applicant goal is to provide a balanced project, it seems prudent that the Applicant ought to be encouraged to explore alternatives that provide balance in other important areas, such as the balance achieved through the provision of inviting public spaces and/or the preservation of significant historic symbols.

If the Applicant wishes to create balance and harmony with respect to their proposed project, then perhaps the Applicant will explore the idea of forming a public-private partnership with the City of Atlanta to provide the community and Georgia Tech’s own employees and students with a lively urban oasis located at the southwest corner of the block at Spring and 4th Streets. The midtown Atlanta community is in dire need of an urban renewal plan that responds effectively to the transformation of vacant lots into green and open spaces that serve an important community need and work to mitigate some of the density that is proposed by the Applicant’s project and other future development. A public plaza (or campus green space) like the one shown below can provide the midtown community and Georgia Technology Square with an attractive and popular destination for residents, workers, students and tourists, and will serve to boast the economic vitality of the not only the Applicant’s expanded development but also the entire midtown community at large.

Preserving historic and iconic elements is not always economically feasible, or even practical, from a property owner’s perspective. However, if the element in question is socially, historically and culturally significant to the neighborhood or community at large, then efforts must be made to preserve the element in its entirety by encouraging the applicant to work collaboratively with urban design experts, other stake holders, and a supportive community to develop an innovative solution.

< image 1 >
photo of Jameson Square, Portland Oregon

What’s striking about the presently built Technology Square development, the proposed design of building masses provided by the applicant, and many other blocks in the midtown area, is the utter lack of public spaces that invite pedestrians to gather and connect with each other in a well-designed and welcoming public green space that is accessible and available to everyone in the community. Aside from the relatively small public plaza at the corner of West Peachtree and Fifth Streets, and the two semi-private courtyard plazas concealed within the building mass of the Georgia Tech Hotel and Conference Center and the College of Management, there is not one other inviting and accessible, public green space provided in Georgia Technology Square for the workers, students, tourists and residents of Atlanta to enjoy.

The Crum Forster building and the adjacent lot to the south of it provides a wonderful opportunity to engineer a transition between public and private space, and large and small building mass, by creating an inviting public-to-private threshold designed to serve the community and celebrate a significant piece of Atlanta’s architectural history. If the Applicant and its affiliates prefer to build the tower along West Peachtree, then the southwest corner of the project (corner of Spring and 4th Streets) provides an opportunity for the City of Atlanta and the Applicant to work together to create a much needed public space, like the green and shaded urban plazas that are the staples of other great cities; an urban space where students, workers, residents and tourists alike can relax, gather and connect. Such a space would contribute immensely to the social and economic vitality of both the Georgia Technology Square development and the midtown community at large.

Furthermore, the planned office tower along West Peachtree, if approved, ought not destroy the wonderful visual elements located at the southeast corner of the adjacent College of Management building. The office tower can have a four or five story base that is consistent with the mass of adjacent buildings in the Technology Square area, and still provide a multi-story tower that is set back a reasonable distance from the low-rise buildings that surround it. Locating an urban green space at the southwest corner of the project provides an excellent opportunity to enhance the beauty of the entire Crum Forster building when viewed from any location within and around such a space. The image below provides one alternative to the sketch submitted by the Applicant, and demonstrates how such a configuration solves multiple issues of “balance” with respect to urban design, building mass and public green space provision.

< image 2 >
image of proposed design for retaining existing building and creating an urban plaza

The Crum and Forster Building is of Exceptional Importance to the City

Finally, the Crum and Forster Building is a designated Landmark. A Landmark building is defined as a building "of exceptional importance to the city, state or nation and whose demolition would represent an irreparable loss to the city." This designation indicates that the Crum and Forster Building met the criteria for architectural significance set forth in the Preservation Ordinance (Sec 16-20.004).

In its current state the Building has an exceptionally high degree of integrity and validity with all of its character-defining elements intact. Chapter 20 of the Ordinance calls not only for the protection of such buildings but also for the promotion of sound design principles in areas of new development and redevelopment. The destruction of a Landmark building runs counter to the requirements of the Ordinance and is unacceptable from a preservation standpoint and wholly unnecessary from a design standpoint. The de-designation and demolition of this property should not occur and should not provide a roadmap for circumventing the City's Preservation Ordinance nor the City’s own urban design standards.

Sincerely,
Bret Hewett


related documents

Monday, July 16, 2012

Taxing Atlanta's Sprawl

Not sure if you had a chance to read the Sierra Club’s position statement, but it presents some valid arguments as to why the bulk of funding to expand roadway capacity does more to exacerbate sprawling growth than it does to sufficiently provide for much needed expansion of public transit, commuter rail, bikeways, and other such systems within the city’s perimeter. I especially agree with the statement’s view that a sales tax has little influence on travel behavior. There is good reason to believe that tying transportation revenue to travel behavior (in other words, taxing the behaviors we seek to avoid) through parking taxes/fees, roadway tolls, or gasoline taxes, rather than through a sales tax, will likely encourage smarter transit-oriented development patterns. But alas, Atlanta faces many, many other challenges to containing sprawl.