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  #41  
Old Posted May 17, 2014, 7:21 PM
novawolverine novawolverine is offline
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Even if you compare Tysons Corner to Reston in Fairfax County, you see the difference it makes having some kind of identity and long-term planning. Reston isn't anything too special, and is much less significant in scale than Tysons, but it was master-planned and has had a functional central planning association since the 60's.
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  #42  
Old Posted May 17, 2014, 10:57 PM
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areas around some of the BART stations in concord, walnut creek and pleasant hill
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  #43  
Old Posted Jun 20, 2014, 6:07 PM
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Here's a cool .gif showing Tysons Corner developments from thetysonscorner.com

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  #44  
Old Posted Jun 20, 2014, 7:04 PM
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I take it those big red and pink groupings are hypothetical?

Along similar lines (though not as expansive as Tysons, and with only one rail stop that's maybe seven years out), the City of Bellevue is looking at Downtown height and FAR options. Great hypothetical renderings included. Potentially a 600' zone vs. the current 450' limit.
http://www.ci.bellevue.wa.us/pdf/PCD...sentation.pptx
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  #45  
Old Posted Jun 20, 2014, 7:24 PM
novawolverine novawolverine is offline
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Red is not hypothetical really, because the areas have been approved to be rezoned and whatever goes there will presumably max out what's allowed.

What's in pink is hypothetical, though. I think you could safely assume that half of the pink areas will be how the rendering shows them with perhaps a little tapering as you get closer to the low-rise residential areas.
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  #46  
Old Posted Jun 20, 2014, 7:34 PM
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If it's only what's zoned, not proposed by developers, I'd call it hypothetical.
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  #47  
Old Posted Jun 20, 2014, 7:48 PM
novawolverine novawolverine is offline
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Quote:
Originally Posted by mhays View Post
If it's only what's zoned, not proposed by developers, I'd call it hypothetical.
The developments in the graphic have been proposed by developers and were approved for rezoning. The actual buildings that will populate those plots haven't been fully designed yet, but from a volume standpoint, they won't be much different than that gif.
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  #48  
Old Posted Jun 20, 2014, 8:04 PM
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Ok, that makes more sense.

BTW, full design in industry parlance is something that exists maybe just before groundbreaking (construction documents), or 1/3 through the job (shop drawings).
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  #49  
Old Posted Jun 20, 2014, 9:20 PM
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Thats an interesting gif. There was an interesting article on how DC would look like if it had height increase with visuals too (interactive) of how certain streets and areas would look with a height restriction of 130-200 ft.

http://www.washingtonpost.com/wp-srv...heights-study/
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  #50  
Old Posted Jul 9, 2014, 1:21 AM
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This is about to start construction in Tysons. It's one of the Spring Hill by Georgelas project in red on the .gif above.

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  #51  
Old Posted Jul 9, 2014, 1:39 AM
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The suburb of the future is here

Read More: http://www.salon.com/2014/07/06/the_...uture_is_here/'

Quote:
.....

Just across the Potomac River from Washington, D.C., home to the Pentagon and National Airport, Arlington has grown rapidly over the past half-century. Like many inner-ring suburbs, its population exploded between 1940 and 1960, from 57,000 to 163,000. But then, after a period of decline in the 1970s, it grew again, from 153,000 in 1980 to 227,000 today.

- That second spurt of growth did not look much like the first: The new Arlington reached for the sky, with clusters of high-rise buildings that today give the county a more impressive skyline than the squat panorama of the capital. What’s more, population numbers don’t tell half the story. Office space in America’s fourth-smallest county has expanded from about 6 million square feet in 1960 to about 40 million today — making it a greater employment center than downtown Dallas or downtown Denver.

- And here’s the really remarkable thing: Despite the influx of tens of thousands of workers and residents, despite the transformation of this sleepy suburb into a mid-size city, traffic has thinned. Nearly 20,000 cars traveled along Wilson Boulevard, a major east-west route here, each day in 1980. Today, that number is down to 13,000. Other arterials have shown similar declines: On the six-lane Jefferson Davis Highway (yes, Virginia has one of those), traffic dropped by 15 percent between 1996 and 2011/12. During that same period, the Lee Highway and Washington Boulevard also recorded 15 percent reductions in traffic.

.....



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  #52  
Old Posted Jul 9, 2014, 2:20 AM
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^how is that the suburb of Tomorrow? As opposed to Missingsausage?
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  #53  
Old Posted Jul 9, 2014, 2:24 AM
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Pulled Commentary

Quote:
"In essence, Arlington has shown that the mistakes of American suburban development can be corrected within a few decades." And how'd it do that? "[Without] citizens’ willingness to support high-density zones, Arlington would still look much as it did in the Kennedy administration."

Here's how Grabar describes some of the planning choices that lead to Arlington's success. "Around the new Metro stops, the county devised a series of “bull’s-eye” plans for high-density, mixed-use developments. Between 1970 and 2000, the Rosslyn-Ballston corridor— just two square miles — added 15 million square feet of office space and 15,000 residential units. Adding in the Metro corridor in nearby Crystal City, Arlington’s seven “station sectors” produce half of the county’s real estate revenue from just 7 percent of its area. It may be the only American suburban district where fewer than half of residents drive to work."

Among the background reportage driving Grabar's Salon story comes from an article by Canaan Merchant for Greater Greater Washington, which details the statistics behind Arlington's reduction of vehicle traffic and its increased use of transit (compared to Grabar, who builds the narrative of how Arlington got to its unique position). Summing up how Arlington achieved the results detailed in the post, however, Merchant says, "Arlington has embraced transit-oriented development and walkability for a long time, but in the 1970s and '80s when the county was originally debating its plans, some of Arlington's choices seemed like risky moves."

Grabar's larger, political point, is pointed toward the NIMBY culture of the suburbs surrounding cities like San Francisco and New York City: "But without a doubt, there’s one lesson whose import will resonate with suburbanites from Huntington to Palo Alto: No suburb can urbanize without the support of its residents."
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