Workforce Housing: Rules Have Changed, Game Remains the Same

— from the Livable Communities Coalition

Jobs are scarce.  Houses are empty.  Why are we talking about workforce housing again?

Fair enough question–one the Livable Communities Coalition anticipated as it presented its study of workforce housing in DeKalb County to the public on May 24th.  After all, the plummet in housing values and scores of partially developed lots around the County suggests that housing affordability is no longer an issue for everyday working households.

So to get things started, the Coalition presented its point of view:  the lull in a once-frenzied housing market is actually the perfect chance to step back, assess, and plan ahead to accommodate housing for the people needed to make DeKalb (or any major urban county) hum–firefighters, teachers, police officers, recent graduates, young professionals, nurses, airline agents, even  seniors.

Turns out that was a no-brainer for the people in the audience, who understood a lack of workforce housing affects people of all incomes–especially by way of traffic congestion.  Workforce households generally  earn $33,000 to $66,000 a year in DeKalb–enough to own a reasonable home, or rent a decent apartment.  But DeKalb’s rather limited housing options for those working in such jobs often prevent them from benefitting as residents themselves, particularly without the high-cost barrier of long commutes.

So what is DeKalb to do?   The answer sounds more appropriate for environmental problems, but it applies just the same:  Recycle!

Considering today’s limited resources, A New Roadmap for Workforce Housing in DeKalb County‘s main message is clear:  Use what you already have! Comparing DeKalb’s existing issues against its desire to decrease traffic, attract business, and adapt to changing socio-economic realities (such as an aging housing stock, retiring baby boomers, tighter credit, and higher gasoline prices) some of the report’s recommendations include: 

·       Invest in housing rehabilitation programs that educate and support homeowners and landlords on home maintenance and repair, so workforce units are not lost to decline.
·       Incentivize workforce housing construction around some of DeKalb’s most valuable but under-utilized assets:  its MARTA stations.
·       Provide down-payment and home rehabilitation assistance programs for qualified workforce families but require this assistance to be repaid for re-use by others.
·       Establish a land bank so that abandoned properties can be revitalized for workforce households.

The report, numbering over 100 pages, contains many other recommended strategies, and will be presented to the DeKalb Coutny commissioners on June 15.  Look out for it on the Coalition’s website in the coming weeks.

City needs parking policy that promotes people-friendly streets

Filed under: Guest Columns — Maria Saporta @ 6:20 am
By Guest Columnist MIKE DOBBINS: a Georgia Tech professor of architecture and planning who also served as the city of Atlanta’s commissioner of planning, development and neighborhood conservation from 1996 to 2002. Dobbins also is author of a new book: ‘Urban Design and People.’
Parking is about a lot more than storing cars and generating revenue.

Parking, and in the current situation on-street parking, is about access and walkability, retail, restaurant and residential viability, and altogether the character – the attractiveness and functionality – of the more intense parts of town.

Various studies have confirmed the common sense that cars parked at on-street parking spaces provide a positive frame for a good quality pedestrian environment. They enable not just real and perceived access for car passengers but they also protect pedestrians, streetlights, trees, and sitting places from the rush of curbside traffic.

For retailers, restaurateurs, and other businesses, they provide the promise and often the reality of more convenient access from which their businesses benefit. For urban dwellers, they provide parking for residents and their visitors, conveniences that complement other amenities for those choosing to live in urban scale communities.

For those businesses, residents, and visitors who choose to imbibe in urban life, then, supporting that choice becomes an important policy matter for local government. Leading up to the Olympics and for the most part ever since Atlanta has retooled its policy mix to support and encourage those who want to make the urban choice, whether for locating the workplace or the home or for shopping, entertainment, or cultural and sporting events.

Zoning overhauls, development incentives, streetscape and wayfinding improvements, locating venues for broad audiences, and other initiatives have provided the base from which the city has stimulated its ongoing turnaround. It has attracted to its diversity of places the people, employers, and attractions that have lifted it out of its suburban-driven, white flight decades of decline.

To now make parking policy choices that reverse this progress, very likely for lack of understanding the larger implications, would be a significant setback. It would fly in the face of the policies that have made the city an ever-improving environment to attract the growing markets of seniors, empty-nesters, jaded suburbanites, and people moving from other places who are finding positive choices in the city.

Even so, the government — our representatives in our collective ownership of the city’s streets — is responsible for their management and collecting the revenue generated by the use of the streets for parking.
As many businesses have correctly pointed out, however, the current parking arrangement directly threatens their prospect for generating revenue, much of it taxable at one level or another.

The city has responded, wisely, by declaring a moratorium on the privatization agreement that they entered into last year, with a view toward reviewing and hopefully reworking that agreement.

At least two tracks should be taken in this review: 1) how to establish a parking policy that will reinforce, instead of threaten, its urban-friendly policies that have been successful from the mid-nineties; 2) generate a cost-benefit analysis of the current parking contract that takes into account not just the narrowly conceived parking revenue/enforcement arrangement but also estimates the certain declines in overall revenues that maintaining the current contract would cause.

It would appear that what happened is that the deal struck took into account neither of these lines of analysis. Instead, the machines and their two hour limit and 24/7 enforcement seem the simplest and most remunerative for the private partner. One size fits all, even though the streets and their use for parking are widely variable.

The city must see the people, the owners of its streets, as customers with varying needs and in the context of attracting ever more customers instead of closing the gate to them. Such a comprehensive analysis might lead to a whole different approach to the more complex problem.

For example, areas with substantial retail, restaurants, in-and-out businesses, and residential densities could use more on-street parking not less. This could be accomplished by opening up and metering “no parking” streets for parking during the off-peak hours that presently bar parking – even Peachtree Street.

Except during the peaks, there are few if any streets in the higher intensity parts of the city that have traffic congestion problems. Yet because of their very densities and diversity of activities, such streets could generate considerable parking revenue. To compensate for the heightened enforcement required during the peaks, the penalties could be more severe, using high fines and towing to cover the costs.

Regardless of the outcome of that idea, the 24/7 enforcement is a killer — the City should get rid of it, unequivocally. No one will come to eat, entertain, take in events, or even choose to live in an environment so draconian. It is killing the very street life that makes a city a city.

Surely the fancy new toll machines are sophisticated enough to program much more time-sensitive collection and recording apparatus to turn the whole of the parking enterprise into one that is sensible and welcoming, while still generating greater parking revenues than in the past.

The enforcement period should vary, like for peak hours, and its baseline should allow parking without fees from something like between 7 p.m. and 7 a.m. For a city that wants to attract people, the goal should be to balance people’s access needs with legitimate and appropriate penalties for abuse of the access system.

Parking policy is vital to Atlanta’s future as a place of urban excellence.

Good neighborhoods have lots of intersections

Grist admin avatar badge avatar for Jonathan Hiskes by Jonathan Hiskes

It’s a little counterintuitive, but it turns out that having lots intersections is really important for neighborhood walkability and transit use. A new study on Travel and the Built Environment by planning scholars Reid Ewing and Robert Cervero finds that “intersection density” is the single most important measurement for understanding what keeps folks out of cars.

Pedshed summarizes:

Of all the built environment measurements, intersection density has the largest effect on walking – more than population density, distance to a store, distance to a transit stop, or jobs within one mile. Intersection density also has large effects on transit use and the amount of driving.

Visually:maps(Larger version)


These images represent the same total area, yet differ vastly in how well streets connect to each other. More connections=more walkable. This is why Dave wants fewer dead ends in his own neighborhood when he puts on his city planner hat.

More good summary, with a slightly different focus, from Kaid Benfield, an influential Smart Growth blogger at NRDC:

The study’s key conclusion is that destination accessibility is by far the most important land use factor in determining a household or person’s amount of driving.  To explain, ‘destination accessibility’ is a technical term that describes a given location’s distance from common trip destinations (and origins).  It almost always favors central locations within a region; the closer a house, neighborhood or office is to downtown, the better its accessibility and the lower its rate of driving.  The authors found that such locations can be almost as significant in reducing driving rates as other significant factors (e.g., neighborhood density, mixed land use, street design) combined.

The clear implication is that, to enable lifestyles with reduced driving, oil consumption and associated emissions, environmentalists should continue to stress opportunities for revitalization and redevelopment in centrally located neighborhoods.  As Ewing and Cervero put it:  ‘Almost any development in a central location is likely to generate less automobile travel than the best-designed, compact, mixed-use development in a remote location.

Benfield mentions a point I’ve been trying to address: “It also makes me wonder why more environmental groups, clearly incensed at BP and the Gulf oil spill, aren’t paying more attention to land use.” He’s right — transportation and land use are what climate policy looks like outside our front doors.

American Makeover: Sprawlanta

American Makeover is a six-part web series on new urbanism, the antidote to sprawl.

Episode 1 was filmed on location in Atlanta, Georgia and Glenwood Park, a new urbanist influenced neighborhood near downtown Atlanta.

Watch Video

New Transportation Enhancements Report Published

The National Transportation Enhancements Clearinghouse (NTEC) has published the 2010 report “Transportation Enhancements: Summary of Nationwide Spending as of Fiscal Year 2009”. The full-color, 40-page report is available as a free PDF download at:

What are the country’s transportation funding priorities? What are transportation enhancements? How does your state compare with other states when it comes to spending federal Transportation Enhancements program funds? This report provides a view into this popular federal transportation funding program for transparency and valuable comparisons.

NTEC has made significant database improvements over the past year. The newly issued report is a complete update. It features a new explanation of the federal transportation financing life-cycle, a funding report on the American Recovery and Reinvestment Act (ARRA) and more. 

NTEC is a valuable resource with tools and a web-accessible database on national and state-by-state funding and expenditures. NTEC makes the Transportation Enhancements program the most accountable and transparent transportation funding program in the United States.

Visit to access numerous tools and publications. For more information, or for technical assistance with respect to NTEC resources, contact Tracy Hadden Loh, NTEC Program Coordinator, 2121 Ward Ct NW, 5th Floor, Washington DC 20037, 202-974-5155,

The National Transportation Enhancements Clearinghouse is operated by the Rails-to-Trails Conservancy ( under cooperative agreement with the Federal Highway Administration.

The Architecture of Fear

05.26.10: The Architecture of Fear – David Byrne’s Journal

Went to Atlanta for a bikes and cities panel that was different than the others I’ve done. This one was part of a New Urbanism conference. New Urbanism is a movement that developed at least a decade ago, and the goal is to advocate for less sprawl and a return to cities where pedestrians, drivers, cyclists and the rest all interact — where there is vibrant urban life, rather than the dead zones that many of the US downtowns have become. One branch has become associated with purpose-built towns, the most famous being Celebration, the Disney version of a small town — in all senses of the phrase.


It’s fakey in a way that makes me squirm, but it can’t be denied that it’s a valid alternative to the sprawl that has proliferated everywhere. My parents moved to one of these places — Columbia, Maryland — when I left for college, and it smelled of a managed tastefulness that was simply lifelessness to me. The town decides what colors you can paint your door, or your house, for example. However, there were little town centers within walking distance of most residents, so that was a big change from the typical suburban developments and malls that were taking over the farmland. There was no realistic public transport in and out of Columbia, so it was an island, and without (being able to drive) a car my parents are trapped there.

Not all the New Urbanists are about Disney towns; their interests range from retrofitting dead suburban malls to bike lanes, which is sort of where I come in.

As the taxi pulled up to the Atlanta Hilton, I was surrounded by smiling, handsome black men in a variety of doorman outfits. All charming, and all welcoming me effusively to Atlanta. Southern hospitality — what a change from New York! As I passed through the double doors into the massive lobby, suddenly all the people around me were white. Or at least that was the initial impression. It was like I’d gone through some magical portal — with one group left outside, and another inside. The black people of Atlanta have all the social service jobs and are largely kept separate — outside, if possible — from the white masters. I’m exaggerating, but this is the first impression one gets.

It’s horribly insulting, but it’s as if the masters have created live lawn jockeys, welcoming visitors to their property. Now, to be fair, Atlanta had Andrew Young as a mayor and has a whole slew of black universities, as well as quite a few major music artists of note; but, well, this was my perception.

Atlanta has the worst sprawl of almost anywhere in the country — the amount of time people spend commuting and driving (stuck in traffic actually) and parking is beyond belief. So having a conference here about more sustainable towns that foster a sense of urban life is a bit of a poke in the eye to this city.

In Atlanta, as in many other US cities, in the ’60s, white flight accelerated — fear of a black planet, as the Public Enemy record is titled, had taken hold in a big way. The cities were where you lived if you couldn’t afford to get out. John Portman, the architect and developer, began building massive, futuristic hotel complexes in the center of town. They were so big that once inside, one never had to leave. A fellow conference attendee compared the Marriott Hotel, one of Portman’s projects, to the extraordinary sets for the old sci-fi movie Things To Come, a film directed by William Cameron Menzies.



This shit is real! The future is here… and it’s white! (This is the interior of the Marriott that he built.)

The exteriors of these complexes are awe-inspiring and forbidding; they don’t relate to the street at all — no surprise there — but rather present from the outside a gleaming tower with “fortifications” at street level.


So the street life surrounding these complexes gets killed, as there are no stores, businesses or anything feeling out to the sidewalks. Everything takes place indoors, and it’s all self-sufficient, depending on what you call living. In subsequent decades what are now referred to as gerbil tubes were added to link adjacent complexes. These second floor aerial walkways connect the mega complexes, so that one doesn’t have to come in contact with the dreaded street — or the black people that might be lurking out there — even if one had to, for some strange reason, leave one mega building to enter another across the way. Stores then sprung up on the second floors to cater to these gerbils who never venture onto the streets. Obviously any folks who might have been on the streets, walking or strolling from here to there, were once excluded from those establishments. In fact, to them, those establishments were invisible.

As in LA, many of the entrances to shops and businesses are primarily through the parking lot. The entrances and facades turned away from the streets, and towards either an interior atrium or a parking structure. In Atlanta you can walk for blocks in the center of downtown and find no shops — not any visible ones anyway. There are some restaurants and bars, but no other establishments. There might be interior courts with drug stores, stationary stores, copy shops, newsstands or clothing stores, but access to these from the street isn’t possible.

Now one might say that this inward turning could be viewed in a less skeptical manner; that there might be a kind of civic life that could arise in the food courts and gerbil tubes — a kind of street equivalent — and that I am just being old school and prejudiced. However, it sure doesn’t seem like that is what has happened. People do get supplies at the drug store or gift shop, but the life has been drained out. Any risk of randomness has been eliminated. The reference to gerbils by the locals isn’t that accidental. It seems like an architecture of racism to me… everything is designed to facilitate avoidance of contact with the other.

Here is an early similar structure — the great walled city of Carcassonne in France. Within its walls only those vetted to be appropriate to that town were allowed in.


It’s claimed that when Napoleon III widened the streets of Paris with the help of Baron Haussmann, it was to enable troop movements and to make the avenues sufficiently wide that they couldn’t be barricaded as they were during the revolution. The straightening of these boulevards, it is also claimed, was to allow the troops a straight line of fire on any insurrectionists.


Before the renovation, various social classes lived on different floors of Parisian buildings, so there was a fair amount of mixing, though limited. Afterwards one result of the changes was that rents went up, and the poor were driven to live on the outskirts of town, where they still are today. In a sense segregation was effected that has been partially maintained ever since.

There were quite a few benefits to this urban renewal project too — benefits that significantly improved the lives of the poor — and in this respect, the project was surprisingly enlightened. Sewers were added and access to fresh drinking water (the Seine was long since too polluted to drink) was installed. The right of eminent domain was claimed as many large houses had to be eliminated in order to widen and straighten the boulevards.

There were aesthetic “improvements” as well — buildings next to one another had to have their floors the same height, and it was a rule that quarry stone had to be used on the facades, giving the center of Paris the uniform look we know it by today.

The wide sidewalks and ample air and light on these wide boulevards made sitting in the sidewalk cafes and restaurants pleasurable — and they proliferated, adding to the life of the city.

So, though there may have been some military principles behind the plan, it had its human side too.

Not so for a lot of contemporary government buildings and condos. I’d propose that almost all government buildings have a slight fuck you attitude — they’re meant to be inspiring, but that often comes off as imposing and intimidating. That attitude seems to carry over to luxury condos — maybe it’s the testosterone.

Here are some new condos in my neighborhood:


Here is what could be a dinky condo, but is actually the Chinese Embassy in NY. It used to be a Holiday Inn, with a revolving restaurant and a view of… the Circle Line.


Here is the proposal for new US embassy in London — a modern version of Carcassonne, complete with a moat! We’re back where we started. Every sort of direct approach from the street is blocked, and of course the relationship to the street, where people meet and mingle, is distant and suspicious.


I live in New York, and Manhattan in particular over the last decade or so has sadly moved further in this direction. Though thankfully there is still plenty of life left on most streets, it’s being chipped away at. How can places like Atlanta bring some life into their urban center? I think it’s a long haul, and they should…umm…think small. When I was there, I asked if there were some neighborhoods and communities that might become less car dependent and more people friendly. A couple, maybe, was the reply. I don’t know where they are, but in the center they are not. One could imagine that if there were little town centers outside of the towering urban hospitality zone that one might bike or walk from one’s home to a transportation hub that would then get you to a place of concentrated offices. You’d leave your bike at a parking shelter, like they have at Millennium Park in Chicago. Park and ride, only without the massive car parking. One could also take public transport in, and pick up your bike at a parking/storage place in town and ride to work from there. Or maybe even walk from that drop off point.

If those options or others aren’t available soon, I would suggest that Atlanta residents move to nearby Athens or Savannah if they want a more pleasant life.


This Thursday evening, 13 May, we will hold our next LLCC General Membership Meeting. It will begin at 7:00 PM with David Green (Perkins+Will) presenting our new Geographic Information System (GIS). David will give us a brief introduction to GIS technology, introduce our customized system, and explain how this tool will be used in evaluation of the Blueprints Study recommendations and our future planning efforts. What makes our system unique is that it is customized for the LLCC community, spanning the jurisdictional lines between the City of Atlanta and unincorporated DeKalb County.

OK, so you are asking yourself, “What is GIS and how can I use it?”

A geographic information system (GIS) integrates hardware, software, and data for capturing, managing, analyzing, and displaying all forms of geographically referenced information.

GIS allows us to view, understand, question, interpret, and visualize data in many ways that reveal relationships, patterns, and trends in the form of maps, globes, reports, and charts.

A GIS helps you answer questions and solve problems by looking at your data in a way that is quickly understood and easily shared. We plan to share ours on our website.

In addition to basic demographic data, we hope to displace crime stats, flood plains, zoning, property ownership, tax valuation, real estate trends, traffic patterns, just to name a few. While you are viewing this presentation, we hope you will share with our design team data you would like to see tracked and displayed as well.

To find out more about GIS, in a clear, concise format, visit

Our meeting will be held in the Fellowship Hall of Westminster Presbyterian Church, 1438 Sheridan Road NE, Atlanta, GA 30324.

U.S. DOT Embraces Complete Streets Policy!

U.S. Department of Transportation Secretary Ray LaHood announces the department’s recommendations for a Complete Streets policy. LaHood has issued a new policy statement that calls for full inclusion of pedestrians and bicyclists in transportation projects, with particular attention paid to transit riders and people of all ages and abilities – essentially, a Complete Streets policy. In his blog, LaHood stated that “this is the end of favoring motorized transportation at the expense of non-motorized.” Now it is more critical than ever to achieve a federal Complete Streets law. Please continue to use the Advocacy Network to urge your legislators to support Complete Streets legislation.

Good Urbanism 101

Good Urbanites,

Thanks for your support and interest of past Good Urbanism courses and events. Our Spring 2010 course has been scheduled and I hope that you will share this information with your coworkers and contacts. Richard Dagenhart, Doug Allen, and David Green will again be our lecturers and we have some new material which will add to the enjoyment of the class. We have an added focus on density and will be utilizing the classic work of Jane Jacobs as outside reading and a last class discussion topic. Registrants will receive a copy of The Death and Life of Great American Cities as part of the course material package. Please see the information below for more details. Feel free to contact me with any questions. 

I appreciate your help in spreading the word about this spring’s class!



GOOD URBANISM 101: Lessons for Designing Cities
Tuesday and Thursday evenings, April 15-May 4, 2010
6:30 – 8:30 p.m.

What is Good Urbanism 101?

Good Urbanism 101 is a six-session course on quality urban design. Learn about the history, principles, and current practices of urban design, including an emphasis on walkability, integration of alternative transportation options, sustainability, and the relationship between urban infrastructure and the urban experience. Join the Georgia Conservancy’s Growth Management Program and Georgia Tech professors David Green, Richard Dagenhart, and Doug Allen to learn about urban design and how different professions can collaborate to improve the city of Atlanta and its region. The professors will be joined by different guests each week who are professionals and experts in their field.

Each of the six sessions will explore a different theme and set of issues that are crucial to the development of the built environment today. These themes include platting and subdivision, street design and transportation, zoning, and urban design. The course contextualizes urban issues in the history of urban design while paying special attention to the specific challenges facing Atlanta.

The courses will be presented in informal PowerPoint lectures with questions welcomed at any time.

Sessions will include handouts and time for questions and discussion. Every session will include a midway break with light snacks available. However, meals are not provided and attendees are encouraged to brown bag, given the evening time of the classes.

Who should attend?

Anyone interested in planning, designing and building a better Atlanta – neighborhood residents, government officials, engineers, non-profit advocacy and advisory groups, architects, landscape architects, planners, attorneys, financial professionals, developers, and real estate brokers.

Register Now! – Space is Limited


Richard Dagenhart is associate professor of architecture and urban design at Georgia Tech, where he teaches urban design seminars and studios in both the Architecture and City and Regional Planning programs and heads the master’s of science-Urban Design Program. He is an architect and city planner with more than 35 years’ experience in teaching, practicing and learning about urban design in the United States and across the globe.

David Green is an architect and professor of practice in the College of Architecture at Georgia Tech, teaching urban design and architecture studios while also being involved in an emerging national and international urban design practice as associate principal with Perkins+Will in Atlanta. He has been involved in all stages of urban design practice from urban design visions, neighborhood participation, zoning and subdivision processes and building design.

Doug Allen is professor and associate dean of the College of Architecture at Georgia Tech where he teaches the most popular course in the college, The History of Urban Form. His teaching focuses on the American City and American Landscape and includes undergraduate, master’s degree and Ph.D. students in architecture and city and regional planning. Prior to becoming associate dean, he maintained a landscape architecture practice, winning numerous awards in Atlanta and across the Southeast.

Continuing Education Credit:

In the past, we have been able to offer continuing education credits for some professions. We have been able to offer twelve (12) AIA Health, Safety, and Welfare and Sustainable Design Continuing Education Credits and twelve (12) AICP Certificate Maintenance Credits. For Professional Engineers and other fields that are self reporting, the Georgia Conservancy is happy to provide assistance. Our credits are still pending approval for Spring 2010, and we will update the website and inform registrants as we learn more.

Additional Information: Good Urbanism 101 is sponsored by the Georgia Conservancy in partnership with the Urban Design faculty in the College of Architecture at Georgia Tech.

ALL PROCEEDS from Good Urbanism 101 support urban design education by giving scholarships or research assistantships to Georgia Tech urban design graduate students! Registration: Register Now!- Space is Limited General registration is $200, and registration for those seeking professional education credits will be $300.

Class Scholarships: We may be able to offer a limited number of scholarships for Good Urbanism 101. To be considered for a scholarship, you must be an employee or volunteer of a non-profit organization whose work involves transportation, urban design, housing, or related issues; a citizen member of a civic association, neighborhood planning unit, or planning or zoning commission; or be otherwise clearly involved in volunteer activities that involve the built environment. To apply, please provide a 500 word statement describing your interest in the class, how you will utilize the class lessons in your professional or personal life, and how you are involved in urban design issues. Application statements should be emailed to Katherine Moore, Georgia Conservancy, kmoore@gaconservancy.orgby March 31. You will be notified one week prior to the first class regarding your application, if the scholarship positions become available.

Location: 75 5th Street NW , Atlanta 30308 (Centergy Building at Tech Square in Midtown). Classes on April 15, 27, and 29 will be held in the 10th Floor conference room. Classes on April 20, 22 and May 4 will be held in the Hodges Conference Room of Suite 380.

Katherine Moore, AICP
Growth Management/Blueprints Program Manager
The Biltmore
Georgia Conservancy
817 West Peachtree Street, Suite 200
Atlanta, Georgia 30308
404-876-2900 ext. 106