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05-7-14-PC
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10 Higher-Density Development <br />MYTH ONE FACTONE <br />Progressive and conservative groups have identified sprawl as a real problem. <br />Charter of the New Urbanism states that “placeless sprawl” is an “interrelated com- <br />munity building challenge.”9 Conservative groups have concluded that “sprawl is <br />in fact a conservative issue” with “conservative solutions” and that “sprawl was in <br />large part created through government intervention in the economy.”10 <br />Indeed, numerous government policies over the last half century have led to and <br />supported sprawl. Historically, federal spending for transportation has subsidized <br />large-scale highway construction over other modes of transportation. Financing <br />policies from the Federal Housing Administration have promoted suburban sub- <br />divisions across the nation. Large lot exclusionary zoning has forced the artificial <br />separation of land uses, leading to large distances between employment centers, <br />housing, and retail. But many government agencies now realize they cannot afford <br />to continue providing the infrastructure and public services that sprawl demands. <br />Not only do local governments absorb much of the cost of more and more road- <br />ways, profoundly longer water and electrical lines, and much larger sewer systems to <br />support sprawling development, they must also fund public services to the new resi- <br />dents who live farther and farther from the core community. These new residents <br />need police and fire protection, schools, libraries, trash removal, and other services. <br />Stretching all these basic services over ever-growing geographic areas places a great <br />burden on local governments. For example, the Minneapolis/St. Paul region built <br />78 new schools in the suburbs between 1970 and 1990 while simultaneously closing <br />162 schools in good condition located within city limits.11 Albuquerque, New Mexico, <br />faces a school budget crisis as a result of the need to build expensive new schools in <br />outlying areas while enrollment in existing close-in schools declines. <br />The Market Common Clarendon <br />Located on the site of a former parking lot and occupying roughly ten <br />acres of land, the Market Common in Clarendon, Virginia, just outside <br />Washington, D.C., provides 300 Class A apartments, 87 townhouses, <br />100,000 square feet of office space, and 240,000 square feet of prime <br />retail space. Located within walking distance of the Orange Line of <br />Washington’s extensive subway system, residents can leave their cars <br />parked while they take public transit to work. They can also walk to a <br />Whole Foods grocery store adjacent to the highly successful develop- <br />ment. Prominent national retailers occupy the ground level of the <br />building, and structured parking is provided. The compact develop- <br />ment form of the Market Common promotes walking, biking, and using <br />public transit over autos. The apartments are attractive to young pro- <br />fessionals without children, lessening the impact on the county’s <br />school system. The project is the result of a successful collaboration of McCaffery <br />Interests, Arlington County officials, and citizens of the Clarendon neighborhood; it has <br />spurred new retail, office, and residential construction on neighboring sites. <br />PROFILE <br />Located within walking distance of a Washington, <br />D.C., Metro stop, the Market Common provides <br />housing, offices, retail, and restaurants on a ten- <br />acre site that was formerly a parking lot. <br />MCCAFFERY <br />INTERESTS
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