IZ and Inclusion: Time to Find Better Ideas

August 20th, 2014 by Roger Valdez
Alcyone Apartments in South Lake Union. Photo by author.

Recently the Capitol Hill Housing Improvement Program (CHHIP) decided they are no longer endorsing incentive and inclusionary policy to create affordable housing. Is it possible that even non-profit housing agencies are seeing the light on these bad policies?

Over the course of the first half of this year we’ve spent a lot of time informing the press and public why Incentive Zoning (IZ) and inclusionary zoning are tools that won’t work and the problem they are intended to fix is one we don’t have.

Here’s a summary.

Incentive Zoning

Wrong Tool

Wrong Problem

  • There is no housing crisis for people earning 60 to 80 percent of Area Median Income
  • The real problem is for people who are poor, earning 50 percent or less of Area Median income and families

Inclusionary Zoning

Wrong Tool

Wrong Problem

The evidence against the continued use of Incentive Zoning is overwhelming; it is a policy that will neither lower prices nor help poor people. Instead it adds costs and risks to market rate housing that is currently meeting the demand for housing for people earning 60 to 80 percent Area Median Income.

It’s time to stop and come up with a better analysis of our housing challenge as we plan for coming growth. Smart Growth Seattle has gathered 250 signers for our petition calling for a comprehensive housing plan.

Let’s stop policies that would reverse microhousing development, building in our low-rise zones, and increases in fees on new growth and let’s come up with a plan!


 

UO architecture team wins national awards

August 6th, 2014 by Lynn
This water collection and filtration system can be attached to parking garages. Image courtesy of Cody Tucker

Three University of Oregon architecture undergraduates won four team awards in the Royal Society of Arts U.S. awards, with one of the three also winning a three-month summer internship with a global architecture firm.

Carolyn Lieberman, Samuel Ridge, and Cody Tucker took home the RSA Leadership Award for Architecture, the Agnes Bourne Cash Award for interiors, and the Techmer PM Award for Sustainable Design. Each award comes with a $1,000 cash prize.

In addition, Tucker was offered a paid summer internships in the New York office of Grimshaw Architects.

The students won for a project called “Infiltrating the City,” which they developed as part of UO Associate Professor Brook Muller’s winter 2014 studio. Muller asked the students to create intelligent designs for a parking garage in Portland’s South Waterfront district, a new development area just south of central Portland.

Tucker said he and the other students designed a kit of parts water collection and filtration system that can be attached to new or existing parking garages. The system uses terraced planter beds to filter heavy metals from runoff.

The South Waterfront garage is in the area known as the Zidell Yards, adjacent to the Ross Island Bridge. The students designed their system to collect and filter runoff from the bridge and garage. The cleansed runoff would water a wetlands the students designed to go under the bridge. The water would be released as needed, depending on the season.

Can growth reduce traffic?

July 3rd, 2014 by Matt Hays
Via6, photo by Tim Rice

Often we look at development and wonder what will happen to traffic. This comes up a lot regarding greater Downtown Seattle, particularly the fast-growing northern portions. Actually, the truth might be pretty good.

The reasons are primarily these: 1. Congestion is mostly about peak times, and some buildings’ users spread their travel throughout the day rather than concentrating at rush hour. 2. A large percentage of growth does not add trips, but rather makes them shorter.

Category 1 includes hotels (a big growth area) as well as colleges, hospitals, retail, and art/tourist attractions. While these have peak times, they mostly spread activity throughout the day and night. Even at hospitals, only portions of the staff work bank hours, and few patients arrive at 8:00 am. Hotel guests arrive all day and evening, stay multiple nights while getting around mostly on foot, then leave throughout the morning. Destination retail is often busiest on weekends. Concerts are mostly at night. College students and faculty keep varying class hours. All of these uses avoid making rush hour much worse, while also activating our parks, spreading their lunch dollars to the slower times, and so on.

Housing falls heavily into Category 2. Greater Downtown residents are often greater Downtown workers. They’d already be traveling to these jobs daily, but living nearby means they can walk, use transit, bike, or drive a short distance instead of a long one. Working residents of the three major Downtown zip codes commuted on foot at rates of 47.6% for 98104, 34.1% for 98101, and 32.3% for 98121 in 2012 per Census.gov. They drove alone (often a much shorter distance) only 22.0%, 21.0% and 38.1% of the time. The gap between those figures was mostly transit, which is also much more convenient when you’re downtown. Working at home is also a major category. Expanding to the north, the 98109 area includes South Lake Union but also half of Queen Anne Hill, so its 13.7% walk and 47.6% drive alone rates are less relevant; perhaps SLU’s numbers are more like 98121′s.

Of course, those figures include people who commute to jobs far away from Downtown, who must represent a big chunk of the drivers and transit riders. The pedestrian numbers should be much higher if you only count those who also work Downtown. As for outbound commutes, these are added trips, but might peak a little earlier than inbound commutes (like 7:00-7:30 instead of 7:30-8:00?), and use the less-congested half of Downtown streets. In any case, it seems likely that most new Downtown residents also work here, so there should be a net reduction in traffic.

Many residents are in Category 1 as well, largely traveling outside commute times. This would include many retirees and students without jobs, who are apparently not counted in the commute statistics. These people seem likely to have low driving rates as well. Category 1 would also apply to many workers with non-traditional hours.

This is all relevant to transportation to and from greater Downtown as well. Turning thousands of 20-mile drives into two-mile drives and half-mile walks must be really helpful. If the current greater Downtown housing boom is around 11,500 units including tendrils up Dexter and Pike/Pine (my guesstimate), how many fewer inbound commutes might that represent, and and how many tax dollars might we avoid in future road projects, let alone less-jammed public transit? Between that savings, construction-related sales taxes, and new tax base upon completion, it’s a wonder we charge development fees rather than incentivizing new housing along with nice thank-you letters.

Offices (as well as laboratories) are the other big category of growth, and of course they contribute to rush hours. But our region needs their economic engine. That engine is best served by allowing companies to locate where workers want to work and companies can be near each other. Locating downtown means they’re transit-accessible and many employees can walk, meaning fewer cars on the road overall. They key is to balance office growth with housing growth. It would help if some companies changed their start times a little, much like the construction industry already has.

The concept of living Downtown is supported by demand. Apartments keep getting built because they keep filling up, at good prices. Maybe people like those leisurely walks to work, and choosing from the Downtown smorgasbord on the way home. Maybe they like walking out their doors on weekends and already being somewhere.

It works in other places too. Want less traffic in Redmond? Keep adding housing in that nice downtown area (seriously, take a look) as well as around Microsoft. Downtown Tacoma? Same thing. Everybody wins.

Transit, alleys and density

April 17th, 2014 by Matt Hays

The King County “Proposition 1″ transportation measure is Tuesday. Calling this a crucial “yes” is a huge understatement. Since it’s also a special election that may have low turnout, every vote (your vote) is magnified. Why is it crucial? For starters:

Protect our bus service

- It’s about restoring lost Metro funding, and avoiding a major reduction in service. This isn’t additional.

- Metro ridership has recovered to peak levels of 400,000 per day, and many routes are jammed. Metro serves the large majority of local transit trips.

- Street maintenance is important too. Forty percent of the funding will go to streets.

- Many people rely on transit to get to work or school, and have no other means. That’s important to the rest of us too – society and businesses function better when people of moderate means can live decently, attend school, etc.

- Transit use keeps cars off the street, helping drivers.

- Urban cores need good transit to function, and we rely on these cores as economic engines – not just Downtown Seattle, the U-District, and Downtown Bellevue but every other sizeable employment and population node.

Yes, it’s a few dollars per year, and King County Metro hasn’t achieved perfection. They’re a vital service that most people in the region rely upon either directly or indirectly. Road maintenance isn’t glamorous but it’s needed and woefully underfunded. This is a good measure. Please vote!

On another topic, here’s hoping the City eases up on alley vacations for development projects. Of course alleys are public property and the public should get fair return. But alleys exist for the current and future occupants of each block, and if the block is a single development with its own loading dock there’s no other purpose, especially if the developers are adding public access. The current process and climate results in uncertainty and delay, which can cost a project millions just for the wasted time. For projects that get a “no” or simply avoid pursuing a vacation entirely, the result can be a much costlier or cancelled project. Parking garages, for example, can be efficient on a large site but grossly inefficient and expensive on a half-block that isn’t large enough for two double-loaded aisles. Thankfully the project in West Seattle seems to be getting a good decision. Hedreen’s big hotel and apartment project should also. Shouldn’t we want (aside from lesser-Seattleites) to add to Seattle’s meeting business, tourism, and tax base? Visitors are also a huge percentage of Downtown retail sales and museum attendance, and we’re losing out because our hotels fill up during much of the year. The project would add a large amount of affordable housing and public amenities.

A recent Seattle Times column by Danny Westneat expressed his worry about apartments planned near his office. This brought up a common refrain, that housing in Greater Downtown could cause strain on roads and parking. I suggest that the opposite is true. New residents in Greater Downtown are often people who already work here, and are turning long commutes into short ones. Further, residents walk to work far more often than driving, according to the US Census 2012 ACS – walking at rates of 47.6% for 98101, 34.1% for 98104, and 32.3% for 98121, and driving alone at 22.0%, 21.0% and 38.1% rates, and those numbers include reverse commuters! The rest is mostly transit. The multi-block job Westneat was concerned about should reduce transportation stress rather than adding to it. Add the tens of millions it’ll pay in height bonus fees and sales taxes and it’s a major positive. People want to live close-in, and with jobs increasing in Greater Downtown it’s all the more important that housing help keep commuter numbers from getting out of hand. Which is another reason to vote yes for transit!

Frank Lloyd Wright campus to get updated lighting

March 14th, 2014 by Lynn

Architect Frank Lloyd Wright’s imaginative Taliesin Spring will receive an update from award winning lighting designer and founder of Studio Lux, Christopher Thompson, who will introduce energy-efficient technology to the historic site.

Photo courtesy of Studio Lux

Taliesin Spring was Wright’s home and drafting studio in Spring Green, Wis. The property was donated to the Frank Lloyd Wright Foundation upon Wright’s death in 1959. It is now one of two campuses for the Frank Lloyd Wright School of Architecture.
Taliesin Spring suffers from antiquated and poorly performing lighting systems throughout the campus.
Studio Lux will design systems that use high efficacy sources such as LED lamps, which will improve light levels, restore the original design intent, and decrease campus-wide power use while being sensitive to the site’s historical nature.
The foundation first sought out Thompson’s firm to create a Net-Zero energy zone for Taliesin West, the main campus of The Frank Lloyd Wright School of Architecture. That campus is in Scottsdale, Ariz.
Wright was a leader of the Prairie School movement of architecture and developed the concept of the Usonian home, his vision for urban planning in the United States.

Ahem, that planter is not a litter box

February 28th, 2014 by Nate

As I walk around American cities like Chicago, New York and Washington DC, I see lots of low metal fences around streetside planters. Robust vegetation grows inside, protected from people and dogs. Invariably the plants are in dramatically better condition than those in similarly situated planters without the fences. For some reason, this detail did not catch on in Seattle. I’m guessing that in balancing the various constraints of the right-of-way, city policy and standard practice valued a less cluttered streetscape.

planter with fence at Via6

Getting more people to live in our urban neighborhoods is great, but they come with feet and dogs so planter fences deserve another look. Newer projects such as Via6, Bell Street Park (under construction) and the Pike Pine Renaissance (on the boards) are turning to planter fences as a way to provide lush vegetation on our streets. The results are better walking experiences and a healthier urban environment, but we’ll only get more of these improvements if we respect the subtle behavioral cues that these fences represent. I’ve talked with the gardeners and maintenance folks that have to clean up these planters. Unsurprisingly, they’d rather we just built everything out of concrete.

I’ve seen people lift their dogs over these fences despite the presence of discouraging signs and passersby. Maybe apartment buildings should be required to provide private facilities for all their four legged inhabitants as at Stadium Place or maybe there is a new public relief station parklet that could be deployed in busy corridors. Just like I can’t park my car on the sidewalk, people should be sensitive to the way curbing dogs in an urban environment impacts the public realm. With careful design and mutual respect, we should be able to welcome many new residents, and their furry friends, into a great pedestrian-oriented city.

The inconvenient truth about workforce housing

February 10th, 2014 by Dan Bertolet

Dan Bertolet, a planner and a blogger at CityTank.org, posted his thoughts on an upcoming forum:

On Thursday, February 13th the Seattle City Council will host a Seattle Workforce Housing Forum. The City Council promises that the forum will “tackle the best ways to meet Seattle’s affordable housing needs!”

But is there a scarcity of housing priced at 30 percent of the monthly income of people that earn 60 to 80 percent of Area Median Income (AMI), housing typically referred to as “workforce housing?”

According to a comprehensive analysis of housing data conducted by King County the answer, in Seattle, is “No!” Instead the report finds:

(The) Critical Need is for Affordable Rental Housing for Very-Low and Low-Income Households. While the amount of rental housing stock affordable to households earning above 60 percent of median income appears adequate, market-rate affordable rentals for those between 40 and 60 percent AMI are scarce and not well-distributed geographically.

The analysis goes on to say:

For those moderate income renters, the supply is much more than adequate in all of the sub-regions … 38 to 42 percent of all rental units throughout
the County are affordable at the moderate income level.

The City Council is poised to solve a problem that we don’t have with a tool (incentive zoning) that will only make workforce housing more expensive. More fees and process would, ironically, drive up costs and prices of a housing product that is already, by the City’s standard, affordable.

Chart by Dan Bertolet/ planner, and blogger at CityTank.org

So what is the problem?

Many people, of all income levels, find it frustrating to find a place to live in Seattle. Seattle needs more housing!

What is the solution?

Seattle needs to allow more housing of all types in all neighborhoods, including small-lot homes, cottages, microhousing, and multifamily housing for families who need 2 and 3 bedrooms. Even housing that is within reach of people with more money means those people won’t be competing with people with fewer dollars for scarce housing. More housing means more choices, better prices, more competition between landlords for tenants not renters competing with renters for scarce housing units.

Biggest boom ever?

January 23rd, 2014 by Matt Hays

With Downtown Seattle’s history of construction booms, being able to stand in one place and see 15 or 20 tower cranes isn’t unusual. So being the biggest boom ever would take some doing. But we might be there today. How remarkable given the still-recovering economy.

Bay Vista in 1982, courtesy of Lease Crutcher Lewis

The 70s began by saving the Market and Pioneer Square, encouraging a lot of reinvestment in those areas. It continued with the Kingdome, Freeway Park, Rainier Square, Bank of Cal, and the Federal Office Building. In an era when many cities tried to out-suburb the suburbs, we chose to celebrate and revive our urbanity. Or we did to an extent, as we also upped the safety regulations on rooming houses to such an extent that, according to Sightline, 5,000 rooms closed in a span of months in close-in neighborhoods, which must have helped spur today’s mass homelessness. The decade also began with voters turning down the Forward Thrust rail system, earning the scorn of many urbanists ever since.

The early 1980s were epic, adding our first major wave of condo towers, doubling (and seriously overbuilding) Downtown’s hotel inventory, and adding office towers like the Columbia Center and Wells Fargo Center. The early 80s might be called the dawn of our modern downtown. (Apologies to the 70s, as well as the 62 Fair, the Box the Space Needle Came In, and the advent of Seattle-style teriyaki.)

The late 1980s were even bigger. We built four of today’s seven tallest office towers. The housing boom was the biggest yet, including a larger focus on Belltown. We built the convention center (helping those hotels!) and the Downtown Transit Tunnel. The voters rebelled with the CAP initiative in 1989, dramatically reducing building heights and temporarily restricting new office square footages (largely irrelevant since we overbuilt). Of course, voter annoyance might have been more about traffic disruptions related to the tunnel and convention center, but developers are a natural target for populists.

The late 1990s were bigger still. By then we were building hotels again. The retail core underwent a massive transformation, making us once again a top retail destination. Another office boom brought the late 80s to mind but spread more to the Downtown peripheries, powered by tech and astonishingly low vacancy rates.  The housing boom was again our largest ever. We expanded the convention center and built Bell Street Pier and Safeco Field.

The late 2000s gave the late 90s a run for their money. Again it was our biggest housing boom ever, primarily condos. Offices once again got built at a high rate, and hotels continued unabated as Seattle continued to emerge as a visitor destination. We added CenturyLink Field, turned the Bus Tunnel into the Downtown Transit Tunnel with light rail, expanded hospitals, and continued to grow as a center for disease research.

And then there’s now. Who’d have thunk it? Ripples in 2010 turned into waves of groundbreakings in 2011 and unquestionable boom status by 2012. Apartment construction is over 10,000 units if you gerrymander up Dexter and Pike/Pine and count projects in early demo. Along with the one big condo project, that’s by far the largest housing boom ever. The office market is still relying on niches and a big internet/retail firm, but we’re already building at a good clip. Hotels have just started. The 99 tunnel, Mercer/Valley/Broad, the Link extension, and the First Hill Streetcar are the biggest transportation wave since the I-5 at least. But that’s not all. This boom appears to be sticking around.

Apartments should keep breaking ground at a good clip, spurred by culture and job growth, even if the market moves somewhat toward normal. They’ll be joined by a surging condo market in the next year or two, as a few developers can finance projects without presales, and rising confidence by buyers and lenders may result in presales being viable again. The office market should broaden with the economic recovery, even while Amazon has announced further expansions. Hotel occupancies recovered two years ago, followed by room rates more recently, and that market seems poised for another large wave. Absent a major surprise, the pace of work underway might even increase.

Check out video about Amazon.com high-rise

January 10th, 2014 by djcadmin

On December 14, GeoEngineers shot a time-lapse video of its project partner, Sellen Construction, pouring more than 11,000 cubic yards of concrete for the foundation of the first of three buildings that will make up the new Amazon headquarters in downtown Seattle. This volume of concrete is the equivalent of more than four Olympic-sized pools. The pour began in the early morning and ran for more than 17 hours straight, making it one of the largest continuous pours in Seattle’s history.

Known as the Block 14 project, this 37-story structure is the first phase of a campus that will ultimately total 3.3 million square feet. GeoEngineers is providing environmental and geotechnical services on the project. The video was shot from GeoEngineers’ downtown Seattle office, which is next door to the project site.

Should you mix affordable and upscale housing?

October 16th, 2013 by Lynn
Outdoor seating and landscaped areas would surround the ground floor of the R.C. Hedreen Co. project. Image courtesyof LMN Architects

Should “affordable” housing be mixed with high-income housing within the same building? That’s the subject of a short video by the Council on Tall Buildings and Urban Habitat at http://tiny.cc/o5r04w/.

Addressing the question are Nigel Biggs of CBRE, Harry Handelsman of Manhattan Loft Corp., Christoph Ingenhoven of ingenhoven architects, Ian Simpson of Ian Simpson Architects, and Rafael Viñoly of Rafael Viñoly Architects. The video is part of a monthly series by the CTBUH.

In Seattle, R.C. Hedreen Co. has proposed including affordable units in a project that will not have upscale apartments or condos, but will have a hotel.
The project is a 40-story convention hotel complex at Ninth and Stewart that will have a five-story podium with a 35-story, 1,680-room hotel on the south end and 154 units of housing on the north end, reserved for people making 80 percent or less of area median income. Hedreen is building the north end units to get higher density through a city incentive program.