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CONTENTSINTRODUCTION:...........................................................................................................................................................1

NEED FOR THE STUDY:.................................................................................................................................................1

AIM:..............................................................................................................................................................................1

OBJECTIVES:.................................................................................................................................................................1

SCOPE AND LIMITATIONS:............................................................................................................................................2

METHODOLOGY:...........................................................................................................................................................2

Preliminary Analysis for Research Paper:.....................................................................................................................3

LITERATURE STUDY......................................................................................................................................................4

URBAN SPRAWL.......................................................................................................................................................4

Causes.....................................................................................................................................................................4

Effects......................................................................................................................................................................4

Solutions to Sprawl..................................................................................................................................................5

Genesis of Smart Growth.........................................................................................................................................6

DEFINING SMART GROWTH......................................................................................................................................6

History.....................................................................................................................................................................7

Concepts Included....................................................................................................................................................7

Principles of Smart Growth:.....................................................................................................................................7

Tools to Approach:...................................................................................................................................................8

Zoning ordinances...............................................................................................................................................8

Environmental impact assessments....................................................................................................................8

Base to achieve...................................................................................................................................................8

Environmental protection....................................................................................................................................9

Public health........................................................................................................................................................9

Benefits of Smart Growth:........................................................................................................................................9

Comparing Sprawl and Smart Growth:...................................................................................................................12

DESKTOP STUDY.............................................................................................................................................................

Boston, Massachusetts...........................................................................................................................................13

Montgomery County, Maryland:.............................................................................................................................19

DESKTOP STUDY ANALYSIS:...........................................................................................................................................

Comparative Analysis:...........................................................................................................................................25

Strategies adopted in the Desktop study:..............................................................................................................26

PROBLEM IDENTIFICATION:........................................................................................................................................26

POSSIBLE SOLUTIONS:...............................................................................................................................................26

CONCLUSION:.............................................................................................................................................................34

REFERENCES:.............................................................................................................................................................35

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INTRODUCTION:Smart Growth emphasizes accessibility, that the activities people use

frequently are located close together. For this reason a basic unit of planning, local community i.e., Neighborhood with a mixed use, walkable area with commonly used public services has to be provided.

NEED FOR THE STUDY:The IT city linked with a mixed land use. The rapid development is seen on

the major arterial roads. These developments are of grass root level may go out of control within no time in terms of land uses, built form of the building. To stop the chaotic and unidirectional development and to convert this development into good built environment and to develop an image of the proposed new city which is prone to attract a lot of software industries, companies and other corporate sectors.

AIM: To study the existing land use plan and give the physical development

guidelines with effective land use management practices along the corridor.

OBJECTIVES:Transportation: To ensure safe and efficient transport system – to

provide increased access and mobility.

Economic Development: To expand an economical base to provide greater opportunity access to a broader range of goods and services.

Parks, Open spaces and Environment: To acquire and reserve open spaces for parks, green belts and recreational facilities.

Housing Opportunities: To ensure diverse housing opportunities for all types of people.

Community Services and Public facilities: To accommodate essential Community Services and Public facilities to meet the need of the people.

SCOPE AND LIMITATIONS: To encourage more compact mixed land use development within existing

urban areas and discourage automobile dependent development in the fringe area

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DATA COMPILATION

Literature Study Desktop Study

Primary Data Secondary Data

Comparison of Growth trends along the corridor

Design principles of the development areaDevelopment TypesGuidelinesSite DesignOpen spacesHousingMixed land use GuidelinesTransportation models

Case Study

Physical development modelTransportation model

Opinion survey

Base Map

Need for the Study

Analysis

Proposing a Potential Physical Plan with a best Circulation Network

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METHODOLOGY:

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Transportation:To ensure safe

and efficient transport

system – to provide

increased access and

mobility

Economic Development:To expand an

economical base to provide

greater opportunity access to a

broader range of goods and

services

Housing Opportunities

: To ensure diverse housing

opportunities for all types of

people.

Community Services and

Public facilities: To

accommodate essential

Community Services and

Public facilities to meet the need of the

people.

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Preliminary Analysis for Research Paper:

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Typical cross sections of the roads to accommodate various activities and design elements

Types of commercial development along the corridor

Types of open spaces in housing and along the corridor for recreation

Guidelines for high density housing

Guidelines for mixed land use development

Parks, Open spaces and

Environment:

To acquire and reserve open

spaces for parks, green belts and

recreational facilities.

Data from literature review, Case studies, Primary and secondary data

Identification of potentials, constraints and benefits of smart growth

Potentiality of growth, types of road sections and physical development models

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LITERATURE STUDYURBAN SPRAWL Poorly planned development that spreads a city’s population over a wider and wider geographical area is called urban sprawl. As outlying areas become more populated, the land between them and the city fills in as well.

Urbanization refers to migration of population from rural regions to towns and cities. Man has always moved to new places in search of better pastures. Hence, migration is not a new phenomenon. However, recent studies have shown a steep rise in urbanization in the late 19th and early 20th century. This sudden increase in urbanization can be attributed to Industrial Revolution, which provided better economic opportunities in the cities, due to setting up of factories and industries. As the cities and towns reap most of the benefits of innovations in the fields of science and technology, urbanization still continues to take place in them. As a result of this, the cities and its suburbs spill over to the rural areas along their boundaries, and this spread is termed as Urban sprawl.

Causes Cheaper land and housing costs in the suburbs as compared to urban

centers has lured many to settle in these areas. There has been an increase in public spending for the development of

infrastructure like roads, water and electricity in the suburbs than in existing urban centers, thus adding benefits to life in sprawls.

There has been an increase in commercial lending practices that favor suburban development.

Increase in family income of an average American has raised his living standard. Owning a car and paying for gas to transit from suburb to the city is affordable for many Americans.

Sprawls are characterized by low density populations and less traffic congestion. Therefore, even in the absence of any federal policies that would encourage growth of sprawls, these centers have proliferated due to the willingness of a growing number of people to live in sprawls, where they find life more calm and peaceful than in the cities.

Higher property and business taxes in the cities have pushed businesses to the suburbs where taxes are generally low.

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Effects Sprawls have been criticized for increasing public costs. Some view

sprawls as a venue where public money is being spent on redundant infrastructure outside the urban areas at the cost of neglecting the infrastructure in the cities that is either not utilized or underutilized.

Populations living in urban sprawls commute to cities in their automobiles. This has resulted in heavier traffic on the roads leading to traffic congestion, increase in air pollution and automobile related accidents.

Increasing dependence on automobiles has led the sprawl population to use their vehicles even for short distances. Such behavior is believed to have led to increase in obesity and hypertension, in the population living in sprawls than those in the cities.

Sprawls have triggered concerns over environmental issues. Houses in sprawls are larger than those in urban centers. This is viewed by some, as waste of cultivable land and displacement of wildlife. As large area of land is covered with impervious material, such as concrete, there is lesser percolation of rainwater to reach the groundwater.

These are believed to cause disintegration of the social capital of America. Houses in the sprawls are big with large backyards that tend to separate neighbors. Hence social interactions among neighbors are much less in these regions than the cities.

Due to heavy dependence of people residing in sprawls on automobiles, city planners are compelled to spend more money on larger highways and parking spaces. This is considered as an additional burden on the state treasury as this reduces the area of taxable land.

Despite widespread anti-sprawl sentiments, urban sprawls have their own benefits. With a considerable portion of the population preferring to live in sprawls, houses have become more affordable in cities. Reduced housing costs in sprawls is believed to have provided minorities and recent immigrants better housing opportunities.

Urban sprawl is the later stage of urbanization and is an inevitable phenomenon. Just like every other process urban sprawl has its own pros and cons. However, the negative aspects of urban sprawls can be neutralized by monitoring their growth in a planned way, so that they are not a liability either to the society, economy or the environment.

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Solutions to SprawlMore and more cities are developing plans for smart growth, which is the efficient use and conservation of land and other resources. Most often this involves encouraging development close to or inside the limits of existing cities. Good public transportation systems help to make smartgrowth possible by cutting down on auto traffic.

Genesis of Smart GrowthSmart Growth was originally conceived as a reaction to what many planners believed were undesirable features of continuing growth through "suburban sprawl" (Burchell, Listokin, et al., 2000; Burchell, Lowenstein, et al., 2002;Downs, 2001a).

Those undesirable features included the following:

• Unlimited outward and "leapfrog" expansion of low-density new development.

• Large-scale conversion of open space and environmentally sensitive lands to urban uses.

• Lack of choice among housing types and neighborhood configurations.

• Worsening traffic congestion and air pollution caused by more intensive use of automotive vehicles for ground travel.

• Gostly requirements to expand roads, sewers, water systems, and other infrastructures outward rather than repairing and using those already in place.

• Failure to redevelop existing older neighborhoods.• Segregation of land uses rather than a mixing of uses that reduces

the need for travel.

DEFINING SMART GROWTHSmart Growth is a relatively young and loosely organized movement, made up of people seeking to bring about fundamental changes in the development of our metropolitan areas. It has generated a great deal of interest within the past decade and, in comparison to other grassroots movements at the same stage of evolution

Smart growth is an urban planning and transportation theory that concentrates growth in compact walkable urban centers to avoid sprawl. It also advocates compact, transit-oriented, walkable, bicycle-friendly land use, including neighborhood schools, complete streets, and mixed-use development with a range of housing choices.

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The term 'smart growth' is particularly used in North America. In Europe and particularly the UK, the terms 'Compact City' or 'urban intensification' have often been used to describe similar concepts, which have influenced government planning policies in the UK, the Netherlands and several other European countries.

Smart growth values long-range, regional considerations of sustainability over a short-term focus. Its goals are to achieve a unique sense of community and place; expand the range of transportation, employment, and housing choices; equitably distribute the costs and benefits of development; preserve and enhance natural and cultural resources; and promote public health.

HistoryTransportation and community planners began to promote the idea of compact cities and communities in the early 1970s. The cost and difficulty of acquiring land (particularly in historic and/or areas designated as conservancies) to build and widen highways caused some politicians to reconsider basing transportation planning on motor vehicles.

Architect Peter Calthorpe promoted and popularized the idea of urban villages that relied on public transportation, bicycling, and walking instead of automobile use. Architect Andrés Duany promoted changing design codes to promote a sense of community, and to discourage driving. Colin Buchanan and Stephen Plowden helped to lead the debate in the United Kingdom

Concepts Included New Urbanism New Community Design Sustainable Development Traditional Neighborhood Development Resource Stewardship Land Preservation Preventing urban sprawl Conserving Open Space Creating Sense of Place Development Best Practices Preservation Development Triple Bottom Line (TBL) Accounting - People, Planet, Profit The Three Pillars - Human, Natural, and Created Capital

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Principles of Smart Growth:Since Smart Growth was created to reduce or eliminate these perceived ills, its advocates tend to promote opposite principles of action. Thus, the most common principles of Smart Growth are the following:

• Limiting outward extension of new development in order to make settlements more compact and preserve open spaces. This can be done via urban growth boundaries or utility districts.

• Raising residential densities in both new-growth areas and existing neighborhoods.

• Providing for more mixed land uses and pedestrian friendly layouts to minimize the use of cars on short trips.

• Loading the public costs of new development onto its consumers via impact fees rather than having those costs paid by the community in general.

• Emphasizing public transit to reduce the use of private vehicles.• Revitalizing older existing neighborhoods.

Other Smart Growth principles less universally advocated include these:

• Creating more affordable housing.• Reducing obstacles to developer entitlement.• Adopting more diverse regulations concerning aesthetics, street

layouts, and design

Tools to Approach:

Zoning ordinancesThe most widely used tool for achieving smart growth is the local zoning law. Through zoning, new development can be restricted to specific areas, and additional density incentives can be offered for brownfield and greyfield land. Zoning can also reduce the minimum amount of parking required to be built with new development, and can be used to require set-asides for parks and other community amenities..

Environmental impact assessmentsOne popular approach to assist in smart growth in democratic countries is for law-makers to require prospective developers to prepare environmental impact assessments of their plans as a condition for state and/or local governments to give them permission to build their buildings.

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Base to achieveSmart growth is an alternative to urban sprawl, traffic congestion, disconnected neighborhoods, and urban decay. Its principles challenge old assumptions in urban planning, such as the value of detached houses and automobile use.

Environmental protectionEnvironmentalists promote Smart Growth by advocating urban-growth boundaries, or Green belts, as they have been termed in England since the 1930s.

Public healthTransit-oriented development can improve the quality of life and encourage a healthier, pedestrian-based lifestyle with less pollution. The United States Environmental Protection Agency suggests Smart growth to reduce air pollution

Benefits of Smart Growth:

Development pattern has led to some negative consequences for the community as a whole. Our nation is now experiencing heightened concern over the social, environmental, and fiscal quality of our communities arising from development practices that aggravate the decline of many urban communities and older suburbs, congest streets and highways, demand higher levels of energy consumption, accelerate the loss of natural resources and deteriorate the natural environment, and limit opportunities for the retention and creation of affordable housing. Often these problems are simply and collectively labeled, "sprawl." In response, the Smart Growth movement emerged.

Smart Growth is not, however, limited to combating the symptoms of sprawl. Rural communities are as essential as urban areas to our national economic health and well-being. Smart Growth principles are applicable to rural America as well as urban and suburban communities. Smart Growth is just as much about making existing suburban communities more walk able, efficient, and inviting as it is about preserving rural farmland or reinvigorating urban cores. Traditional approaches to both urban and suburban development both have shortcomings that can be addressed by Smart Growth.

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Infill development and redevelopment, increased density of development, and the adaptive re-use of existing buildings result in efficient utilization of land resources, more compact urban areas, and more efficient delivery of quality public services. Efficient use of public and private infrastructure

Starts with creating neighborhoods that maximize the use of existing infrastructure. Special consideration should be given to the location and timing of infrastructure extensions in rural areas so as not to encourage growth that will promote inefficient and unsustainable development patterns; create the need for additional inefficient and costly infrastructure; result in the loss of viable agriculture, forest land, and important natural habitat; create conflicts between agricultural and urban land uses; or ultimately harm the character of the rural community. Smart Growth principles have an economic benefit to the communities and regions that employ them.

Mixed-use developments include quality housing, varied by type and price, integrated with shopping, schools, community facilities, and jobs. Human-scale design in harmony with the existing urban form and quality construction contribute to successful compact, mixed-use development and also promote= privacy, safety, visual appeal, and compatibility among uses and users. In rural areas, a mix of housing types and price ranges should be encouraged to meet the needs of the entire community. Mixed-use development is not limited to vertical mixed-use structures; locating parks, neighborhood

Retail and services, schools, and housing all within walking distance is another way to create a mixed-use community.

A sense of place results when design and development protect and incorporate the distinctive character of a community and its unique context, whether urban or rural. Geography, natural features, climate, culture, historical resources, and ecology each contribute to the distinctive character of a region

Integrating land use and transportation planning to accommodate more than just the automobile and to provide increased transportation choices, including mass transit, bicycling, and walking is a hallmark of Smart Growth. Such development is pedestrian-friendly at a human scale.

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Rural Residents, who range in age and abilities, also have needs for access to public transportation. All forms of transportation must be reliable, efficient, and user-friendly, creating opportunities for access by all segments of the population to housing, employment, education, recreation, and human and Community services Sustainability. The preservation of smaller towns and rural areas in light of development pressures caused by sprawling development patterns is often More economically efficient.

Making housing choices available to a range of households, ages, and incomes, all while maintaining the character of the community and the quality of life is important to new and existing residents alike. The high cost of providing basic infrastructure and services in rural Community’s demands efficient use of existing facilities, compact development as well as land conservation

All planning processes, as well as the distribution of resources, must be equitable. A diversity of voices must be included in community planning and implementation. Citizen participation helps ensure that planning outcomes are equitable and based on decision making that derives from an inclusive process. Planning processes must involve comprehensive strategies that engage meaningful citizen participation and find common ground for decision making. Appropriate citizen participation requires an open process by which all stakeholders are free to participate regardless of their position on planning policies or their socio-economic status.

Smart Growth includes evaluating the appropriate geographies to improve air quality, water quality and quantity, habitat functionality, economic prosperity, and transportation choices; and for local jurisdictions within these geographies to establish and coordinate policies that address these elements in a manner that is appropriate for their regions and governance structures.

Smart Growth does not work without cooperation and partnerships among governments, property owners, developers, financial institutions, and the public. The principles of Smart Growth can form the basis for dialogue between these parties and challenge all to ensure that we create in America

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Communities of lasting value. Smart Growth provides timely tools not only for long-range planning but also addressing current issues related to communities with high foreclosure rates, limited infrastructure, and fiscal challenges.

Comparing Sprawl and Smart Growth:

Attribute Sprawl Smart Growth

Density Lower density Higher density

Growth PatternUrban periphery (Greenfield) development

Infill (Brownfield) development

Activity LocationCommercial and institutional activities are dispersed

Commercial and institutional activities are concentrated into centers and downtowns

Land Use mixHomogeneous land uses

Mixed land use

Scale

Large scale, large buildings, blocks, wide roads, less detail, since people experience the landscape at a distance, as motorists

Human scale. Smaller buildings, blocks and roads, care to design details for pedestrians

Transportation

Automobile-oriented transportation. Poorly suited for walking, cycling and transit

Multi-modal transportation that support walking, cycling and public transit use.

Street Design

Streets designed to maximize motor vehicle traffic volume and speed

Streets designed to accommodate a variety of activities. Traffic calming

Planning Process

Unplanned, with little coordination between jurisdictions and stakeholders

Planned and coordinated between jurisdictions and stakeholders

Public space

Emphasis o the private realm(yards, shopping malls, gated communities, private clubs)

Emphasis on the public realm (streetscapes, sidewalk, public parks, public facilities)

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(Ewing, 1996; Galster, et al, 2001)

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DESKTOP STUDY

Boston, Massachusetts Location Map

Location map of BostonSource: Magellan Maps

Location: Suffolk County, Massachusetts

Land Area: 2,857,600 acres in metro area

Population: 589,141 city

Average Density: 1.53 people/ acre.

Household Size: 2.31

Median Income: $71,551

Median Home Price: $263,900

Affordability Ratio: 20%

Smart Growth Challenges

While the city of Boston meets the state mandates for 10% affordable housing, the area

that surrounds Boston falls well short of the goal Little land for new development Traffic congestion

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Smart Growth Tools

Financial assistance to community Multiple uses of roadway land Infill and redevelopment programs

Community Profile

Boston is the state capital of Massachusetts with many historical sites dating back to the colonial days. As the capital and the center of commerce for the area, the city sees itself as a leader by example. Boston has 589,141 people in the city and ten times that number in the metropolitan area. Boston is an older city on the east coast of the United States that is not growing as fast as many areas in the west, but it still is getting bigger and must deal with the issues a growing population brings with it.

Population

The University of Massachusetts projects the City of Boston’s population to grow by approximately 26,000 people in the next ten years. As Boston is surrounded by water and other cities, all of this growth must occur on land already within Boston city limits. The numbers of workers in the area has been growing rapidly as Boston added 18,000 jobs last year and 42,000 jobs were created in the metropolitan area.

Economic Activities

Boston is one of the top ten centers of commerce in the country. It is very diverse but its top employers are in financial services, health care, high technology, higher education, and tourism.

Smart Growth Strategy

Boston seeks to be the leader of the Boston area in developing affordable housing and improved transportation. They are trying to create programs for the City of Boston that other surrounding cities may use as blueprints for their own Smart Growth plans.

Key Players/Lead Organizations

Boston Redevelopment Authority Department of Neighborhood Development

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Timeline

1982 – Initial planning for the Big Dig under-grounding the freeway project began

1995 – The Ted Williams Tunnel, the first section of the project opened to traffic

1997 – The Department of Neighborhood Development was formed 1999 – Mayor Thomas Menino’s program to greatly increase affordable

housing in Boston began 2004 – Big Dig expected completion

Smart Growth Land use Plan

The Office of Business Development is focused on the revitalization of business districts within neighborhoods. It provides existing small businesses and startup businesses with financial and technical assistance. By keeping businesses in neighborhoods strong, the community is provided with jobs and goods for which they would have to travel farther for otherwise. The money for the project comes from the city, who by having successful businesses in neighborhoods, receives more tax revenue and must spend less on transportation improvements as there are fewer trips generated. Several programs under the Department of Neighborhood Development including Housing Services, Real Estate Services, Home Buyer Assistance, and Homeowner Services help to get residents into housing. They provide financial incentives for other organizations to develop affordable housing and place disadvantaged people into the housing. Also, they are in charge of renovating existing properties for disadvantaged people. They practice infill ideas with existing structures by managing foreclosed properties making them ready for commercial and residential uses again. First time buyers are assisted with financial assistance programs and counseling about credit and foreclosure prevention. To improve property values, they provide financial and technical assistance to home owners maintaining and improving their properties. Over a three year period the goal is to create 7,500 new units with 2,100 of those being affordable. The Massachusetts Turnpike Authority is placing freeways underground in a project called the Big Dig, replacing the Central Artery, a double deck divider in the city that displaced 20,000 residents when it was built. The land above the underground freeway will be converted into long stretches of parkland and pathways with some development.

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The shortest commuter rail line in metro Boston, the Fairmount Line stretches from Readville to South Station through 9 miles of densely populated urban neighborhoods. The MBTA has begun a program to upgrade the existing stations and infrastructure on the line to plan for the construction of four new stations.

Map showing Corridor along which the smart development is proposed

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Proposed land use plan along the corridor

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Proposals

New Potential At Current Stations

Upham’s Corner – transit-oriented, mixed-use development at a commercial center

Morton Street – transit-oriented, compact housing and retail on a large site

Fairmount – reclaiming a Brownfield site near the station Readville – creating a neighborhood in an underutilized

industrial corridor

New Stations With Housing And Jobs Potential

Serving today’s residents and employees with opportunities for new development to welcome new residents and employers to the Fairmount corridor

Newmarket/South Bay – a center for jobs and ser vices with mixed-use development potential

Columbia Road – new housing and businesses to replace vacant and underused industrial sites

Four Corners – mixed-use redevelopment to support the new station as the centerpiece of the neighborhood

Talbot Avenue – completing a neighborhood with homes and service retail

Cummins Highway – mixed use, diverse redevelopment opportunities

River Street – a redeveloped industrial site on the Neponset River

Conclusion:

The aim is to achieve integration between land-use, infrastructure (particularly transport). The future land use pattern is not certain as there are still decisions to be made on plan changes and resource consents along the corridor. However, this uncertainty is reduced through the implementation of Smart Growth.

Boston used the land cars drive on, but perhaps San Luis Obispo could use the land cars park on to improve their situation. The extensive parking lots that surround big box stores are often below half capacity, and are full only a few times a year. By using the excess land for open green space that cars

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can park on a few days a year or by building housing above the parking lots, the rarely used land can become useful. New housing in these locations would be very beneficial in reducing car trips because the homes would be close to shopping and often close to transit.

Montgomery County, Maryland:Location Map

Map of Montgomery County, MarylandSource: http://www.homes-mont-county-md.com

Location: Montgomery County, Maryland

Land Area: 496 square miles

Population: 869,500

Average Density: 0.37 people/ acre.

Household Size: 2.66

Median Income: $44,151

Median Home Price: $2221,800

Smart Growth Challenges

Slowed growth in automobile use, congestion and median commute times

Increased viability-and thereby use-of alternatives to single occupant motorized vehicles

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Transportation investments disproportionately located in areas which favor use of underutilized infrastructure for transit, walking, and biking, rather than further road expansion & repair

Increased housing supply keeping pace with job and population growth Diversification and affordability of housing for a range of local

population groups, with more homeownership for working families Sufficient affordable housing

for low and moderate income groups Preservation of ample usable and aesthetic open space Limited conservation of prime agricultural land Slowed expansion of

the urban fringe and less new development on “Greenfield” areas

Smart Growth Tools

Transportation-Supported Development Inclusionary Housing Requirements Open Space Conservation Measures

Community Profile

Located between Baltimore and Washington, D.C., Montgomery County is both Maryland’s most populous and most affluent county. The county was established in 1776 and consists of 14 incorporated cities and municipalities. Although the county is Maryland’s most populous, it still retains a rural feel due to the meticulous planning that went into shaping development. The northern one-third of the county is zoned for agricultural use and most of the county’s development is concentrated along transportation corridors, helping to limit sprawl while conserving open space.

Rapid growth after World War II transformed Montgomery County from a collection of older communities into bustling regional centers. High-tech industries have fueled economic growth, which has outpaced population growth since 1990. Close to 90% of Maryland’s high-wage jobs, defined as having $50,000+ annual salaries, are located here. The county’s homeownership rate is nearly 70% and more than 30% of the county’s 334,632 housing units are in multi-unit structures. Ninety percent of the population is high-school graduates and over half have gone on to earn a bachelor’s degree.

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Population

As of the 2000 Census, Montgomery County had a population of 869,500, a 14.5% increase from 1990. This is much lower than the 30% increase that occurred between 1980 and 1990. If population growth for the county continues at its current pace, by the year 2025 the population will exceed 1.2 million people, an increase of 43% over the 2000 population.

Economy

Montgomery County is home to the third largest biotech company in the country in addition to Calera Genomics, which played a role in decoding the human genome. The county supports over 30,000 businesses that employ over 370,000 people in various fields. Nearly 20% of the county’s workforce is employed in the educational, health and social services fields. Twenty-five percent of businesses are minority-owned, while almost 30% are owned by women. Non-farm employment rose by 10% between 1990 and 2000 and in 1997 alone, the county totaled $8,914,414 in retail sales.

Smart Growth Strategies

In 1964, Montgomery County adopted a general plan land use map that established a development pattern of “wedges & corridors”. It is this pattern of development that now forms the foundation of the county’s Smart Growth Strategies. The “wedges” are home to farmland, open space and low-density development. The “corridors” are located along major transportation linkages and support the county’s high-density development. Additionally, the county has added inclusionary housing requirements to all residential developments of 50 or more units to generate production of affordable housing. The county has also adopted an adequate public facilities test, which measures the impact of new development on existing facilities; if existing facilities will be strained by the new development, they must be improved/expanded before the development can occur.

Key Players/Lead Organizations

Montgomery County (Lead Agency) Action In Montgomery (AIM) Private Sector Developers Washington Metropolitan Area Transit Authority (WMATA) Farming Industry Other Stakeholder Groups

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State of Maryland

Timeline

1927 – Maryland-National Capital Park and Planning Commission established

1948 – Montgomery County adopted home rule charter 1964 – Adoption of “wedges & corridors” general plan land use map 1973 – County adopts Inclusionary housing requirements 1978 – Area surrounding Silver Springs METRO station zoned for high-

density development 1980 – County implements 25-acre minimum parcel size zoning and

TDR program

Policy areas for Montgomery County

Transportation-Supported Development

With the creation of the Washington Metrorail system in the 1970s, Montgomery County has pursued development that supports alternatives to the single occupancy vehicle (SOV). Sector plans build upon the framework that was established with the “wedges & corridors” plan, concentrating high-density development and redevelopment around rail stations and along major highways.

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Two examples of this include the cities of Bethesda and Silver Spring, both of which include a Metrorail station. Bethesda has grown from a bedroom community into a regional business center. Silver Spring’s downtown has been brought back to life through development around the rail station.

County planners worked with other stakeholders, including the Transit Authority, to develop design guidelines and density bonuses for mixed-use projects around the rail station in Bethesda. This led to the production of public amenities in addition to new office and commercial development. The County has financed parking garages, pedestrian bridges and streetscape improvements to complement private development and foster the use of mass transit.

In Silver Spring, Montgomery County has sponsored redevelopment in old downtown, an area that had been in decline for decades. County officials led the way by assembling land, providing infrastructure improvements and consulting with other planning professionals. The project has been successful to this point, and continues to be implemented in phases.

Inclusionary Housing Requirements

Due to high housing costs, Montgomery County, in 1974, implemented inclusionary housing requirements on large-scale residential development in an effort to provide residents with more affordable housing. Known as the “Moderately Priced Dwelling Unit Program”, the requirements specify that any residential development of 50 or more units must provide 15% of the total number of units as affordable housing units. The developer is compensated for providing the affordable housing units by being granted density bonuses of up to 22%, allowing the developer to build more units than would normally be allowed under development standards. The requirements include strict design guidelines, ensuing that the affordable units are not easily distinguishable from the market-rate units. In addition, the county’s Housing Opportunities Commission (HOC) has the option to purchase up to one-third of the affordable units upon construction. The HOC uses these units in its programs to assist low-income families.

The affordable housing units are subject to occupancy and resale restrictions for 20 years after construction. Potential buyers/renters must meet income criteria set forth by the county, which is currently at or below 65% of the county’s median income, adjusted by household size. The selling/rental price of the unit is restricted during the first 10 years after construction, during

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years 11-20 after construction, the county receives a portion of the appreciated selling price of the unit allowed under development standards. The requirements include strict design guidelines, ensuing that the affordable units are not easily distinguishable from the market-rate units. In addition, the county’s Housing Opportunities Commission (HOC) has the option to purchase up to one-third of the affordable units upon construction. The HOC uses these units in its programs to assist low-income families.

The affordable housing units are subject to occupancy and resale restrictions for 20 years after construction. Potential buyers/renters must meet income criteria set forth by the county, which is currently at or below 65% of the county’s median income, adjusted by household size. The selling/rental price of the unit is restricted during the first 10 years after construction, during years 11-20 after construction, the county receives a portion of the appreciated selling price of the unit.

Open Space Conservation Measures

In an effort to preserve farmland and ensure the economic vitality of farming, Montgomery County has zoned the northern one-third of its land as 25-acre minimum lot size farmland. To address long-term preservation, the county has implemented a transfer of development rights (TDR) program. Under this program, developers may purchase development rights from farmers and build elsewhere, in urban “receiving” areas. This program has been in effect since 1980, and has preserved over 35,000 acres of farmland. The county is also using new legislation to supplement its existing program of purchasing open space, concentrating on obtaining areas of high environmental concern.

Conclusion:

While transportation-supported development, inclusionary housing requirements and open space conservation measures have helped to contain sprawl, revitalize older communities, increase the supply of affordable housing units, preserved farmland and provided open space, these programs also have some drawbacks.

By concentrating high-density development along traffic corridors, traffic congestion has increased in some areas, requiring the county to relax it’s standard of service in these areas. The county is trying to mitigate this problem by working with employers to promote alternatives to SOVs such as

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car and van-pool incentives, issuing transit passes, and providing shuttle bus service.

DESKTOP STUDY ANALYSIS:

Comparative Analysis:

Smart Growth Principle Boston Montgomery County

Mix land uses to incorporate office, retailand residential in a development

Encouraging commercial sector in the residential zone

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Take advantage of compact building design

Limiting the sprawl and designing high density communities along the corridor

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Create a range of housing opportunitiesand choices

-Through providing Affordable housing units

Create walkable communitiesThrough encouraging non-motorized transport

Through encouraging non-motorized transport

Foster distinctive, attractive communitieswith a strong sense of place

Through designing street layouts

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Preserve open space, farmland, naturalbeauty and critical environmental areas

Came up with well organized land use plan

Ensuring efficient zoning ordinances

Strengthen and direct development towards existing communities

Designing sustainable communities

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Provide a variety of transport choices

Connecting different arterial roads and rail transit station along the corridor

Connectivity

Make development decisions predictable, fair and cost-effective

- -

Encourage community and stakeholder collaboration in development decisions

Through public private partnerships

Through public private partnerships

Infill development and Brownfield redevelopment and adaptive use in built-up areas

- -

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Strategies adopted in the Desktop study:More transportation choice • New stations for the most underserved parts of Boston

More housing choice • Opportunities for greater mixed-income housing and higher density around new stations

Connecting people to jobs • Quick commutes to jobs in Readville Yards, New market, an expanded South Bay shopping center, and Downtown Boston

Enhancing quality of life • Creating connections along the line to parks, cultural activities and adjacent neighborhoods

PROBLEM IDENTIFICATION: A wide range of housing is not seen in the community. Non walkable communities. Abruptly ending streets. Non- pedestrian friendly paths. Mixed land use is only along the corridor. Road side vendors. Lack of enough recreational zone. Absence of transportation choices

POSSIBLE SOLUTIONS:Street layout:

Objective: to develop a street layout with a focus on public transport services

Proposals:

Locate new activity centers on major public transport nodes, along main road and close to arterial systems to ensure they are easily accessible.

Develop a street and block layout to allow for the requirements of local public transport services and connections to the principal public transport network.

Seek opportunities to provide bus only lanes where bus services converge into activity centers.

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Objective: to provide a well connected road network with co-located access for all users.

Proposal:

Create an inter –connected arrangements of streets with incorporated footpaths and cycle paths.

Develop a street layout that accommodates vehicular traffic and on-street parking needs without compromising walking and cycling amenity.

Extend the existing principal bicycle network or municipal bicycle network into the activity center and link new bicycle routes into this network.

Provide adequate access for commercial vehicle, services and loading activities using the activity center streets.

Accommodate heavy/inappropriate vehicle movements on freeways or arterial roads that avoid the activity center.

Objective: to provide appropriate street widths.

Proposals:

Relate the width of street to the characteristics of adjoining land uses, the scale, typology and setback of building developments, the type of street parking.

Consider the need for emergency and service vehicle access. (This generally requires streets that are 4 meters wide and have 4 meters vertical clearance).

Mix and distribution of uses:

Objective: to encourage a diverse mix of uses within the centre.

Proposals:

Mix uses vertically (such as shop-top housing or offices over shops) and horizontally (where uses are beside each other).

Encourage a rich mix of shops and services that extend the hours of activity within the centre and widen the use mix to more than retail alone.

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Maximize housing density within the character and amenity constraints of the centre. Use streets to join activity rather than as boundaries between different uses and densities.

Objective: to intensify active uses along street frontages.

Proposals:

Concentrate shops into continuous active frontages, with minimum setbacks to the street.

Consider the level of street activity generate by uses during the day and night and the potential effects this activity (or lack of it) may have on street safety and amenity.

Objective: to physically connect surrounding residential neighborhoods to the uses in the activity center.

Proposals:

Ensure ground level car parks do not separate the centre physically from surrounding neighborhoods.

In corporate residential uses into new developments that adjoin a residential neighborhood to provide a transition from activity centers.

Streets for people

Objective: to design streets that comfortably and safely accommodates the pedestrian and cyclist.

Proposals:

Design footpath widths to supports the social life of the street and accommodate expected pedestrian traffic.

Include the provision of dedicated bicycle lanes/paths and secure bicycle parking to encourage more people to cycle instead of drive.

Ensure pedestrians can see along pathways for a reasonable distance (at least 15 meters in front) to improve their perception of safety.

Provide street planting for shade, buffering and street enclosure. Ensure a scale of street and surroundings that assist people to

understand dimensions and size relative to them. Provide well-lit streets and public spaces and contribute to the lively

character of the center. Clearly signpost off-street car parks, bicycle paths, public transport

stops and footpath connections.

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Objective: to ensure vehicle traffic does not compromise a good walking and cycling environment.

Proposals:

Manage traffic volumes and lower speeds through traffic calming devices and intersection design measures separate service vehicle access and loading areas from pedestrians cross roads, and widen footpaths to improve pedestrian conditions.

Incorporate slow-moving traffic and car parking in streets to enhance a sense of safety rather than creating pedestrian only malls.

Street edges:

Objective: to design and plan street edges to enhance the pedestrian environment.

Proposals:

Organize uses within buildings abutting streets and other public spaces so active ground floor use fosters natural surveillance for as long as possible each day.

This can be achieved by encouraging a large number and variety of uses to occupy street frontages and by encouraging uses such as cafes that spill out into the street.

Limit wide building frontages with a single use, particularly if the hours of occupation are restricted or the level of activity is low (for example, foyers to commercial offices).

Restrict the use of blank walls and reflective glazing that hides the presence of activity within buildings.

Ensure buildings are designed so occupants can maintain eye contact with people in the street. For example, upper level windows and balconies should overlook streets, footpaths and public spaces where possible.

Provide shop verandahs for weather protection to key footpaths routes and public transport stops.

High quality public space:

Objective: to provide generous, purposeful and well defined public spaces.

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Proposals:

Develop simply designed, carefully detailed and well proportioned public spaces (including streets) that integrate the variety of building that surround them.

Provide attractive, well-locate spaces for meeting and resting. Plan, design and locate public plans to maximize their solar access

during the cooler times of the year and provide shade in summer. Clearly define the boundary between public use and private use space.

Objective: to provide public space elements that are engaging, convenient and encourages use.

Proposals:

Design a consistent suite of repeated public spaces elements and details such as street furniture.

Maximize opportunities for people to sit and watch public spaces activities and circulation.

Ensure seating encourages use by locating it at a comfortable distance for people to watch passes- by , and at regular intervals along major walking routes to assist those who need to pause or rest.

Ensure lighting is a quality white light that will help extend the usage times of public spaces.

Objective: to ensure that the appearance of public space is continually maintained.

Proposals:

Drinking fountains, lights, kiosks, and so on) where a council retains ownership of the design as well as the infrastructure, instigate the purpose-built design of municipal furniture items (seats, bins, signage)

Objective: to ensure landscaping contributes positively to quality public space.

Proposals:

Introduce landscape elements that engage the sense and built a strong sense of local place.

Regularly maintain landscaping to ensure the spaces are inviting, comfortable and safe.

Objective: to provide conveniences for public comfort.

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Proposals:

Provide accessible and safe public toilets that are well maintained. Provide maps/signs in large public spaces showing connections and

destinations, and location of seating, shade, playgrounds, drinking fountains and toilets

Sense of the place:

Objective: To provide a focus for the local community and reinforce a local sense place or identity.

Proposals:

Develop an urban character and landscape theme that reflects the valued urban, cultural and landscape character of the area

Incorporate locally relevant urban art into the center as an integral part of its urban design.

Incorporate natural and modified landscapes into the design.

Higher Density housing Opportunity:

Objective: To maximize higher density housing opportunity in the area.

Proposals:

Consciously design housing into new developments, such as shop-top housing, housing over big stores, and building over car parks and other under utilized sites.

Ensure initial, built-in carrying capacity of development in the area permits future first and second floor residential development.

Amalgamate small lots into larger sites to facilitate better and more efficient design results

Objective: To integrate the activity center into the surrounding neighborhoods

Proposals:

A comprehensive plan, design and manage the interface with the residential

Areas to ensure built form and street level linkages are contiguous with the center

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Orient development with residential uses at ground-floor level toward predominantly residential streets

On-Street Car Parking:

Objective: To maximize on street car parking opportunities.

Proposals:

Encourage on-street car parking throughout the corridor, to calm vehicle speeds, enhance the perception of safety of pedestrians and minimize the number of off-street car parks required.

Take steps to limit the impact of non-local traffic and parking on surrounding residential streets.

Ensure local area traffic management is cycle and pedestrian friendly.

Objective: To use con street parking efficiently.

Proposals:

Consider instigating time limits that discourage workers from using the spaces closest to the shops to ensure the greatest turnover of the most convenient spaces.

Share bicycle and car parking facilities for residential develop0ment and other activities too.

Off-Street car parking:

Objective: To minimize off-street car parks visually dominating public space.

Proposals:

Place off-street car parking under residential and other developments. Ensure ground-level street frontages are not used for car parking but

rather have activity and interest for the pedestrians. Use landscaping to screen half-basement car parking from the street

and public spaces. Minimize the total number of car parks required by sharing bicycle and

car parking facilitates between different uses with in mixed-use developments.

Objective: To improve pedestrian safety and amenity7 in and around off-street parking.

Proposals;

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Directly link the car park to the shops it serves by pedestrian routes lined by active frontages.

Encourages natural surveillance of off-street car parks. Ensure ground-level car parks have continuous built edges without

recesses, where possible. Provide footpaths around the built of ground-level car parks. Plant trees to provide shelter and offer an attractive appearance to

ground level car parking.

Landscaping, Open spaces and greens:

Objective: Acquire and reserve open spaces for parks, green belts and recreational facilities.

Proposals:

Ensure parks development and in open spaces between residential areas.

Ensure recreational areas in commercial areas to shop and relax.

Inclusive economic opportunity for the informal sector:

Objective: Expand economical base to provide greater access to a broader range of goods and services.

Proposals:

Encourage blending of informal sector in the formal way. Ensure that informal sector is accommodated to serve the road users

without disturbing the road users

Infrastructure Facilities:

Objective: Accommodates essential community services and provide public facilities to meet the need of the people.

Proposals:

Encourage mixed land use to provide community services to meet the needs of people.

Ensure new public facilities at frequent intervals. Ensure safe and neat environment.

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CONCLUSION:Smart Growth is a set of planning principles intended to increase land use and Transportation system efficiency. An effective Smart Growth program includes various integrated strategies, many of which reflect market principles and offer positive rewards for choosing more efficient land use and transportation patterns. Critics argue that Smart Growth is unfair, ineffective and unjustified, but they only recognize a few Smart Growth benefits, misrepresent issues and use selected examples and information. They claim to have evidence that Smart Growth increases traffic congestion, air pollution, accidents, public service costs, housing inaffordability, crime and poverty Although it is currently difficult to quantify many social benefits of Smart Growth, such as the value to communities of green space preservation and improved transportation options for non-drivers, there is little doubt that such benefits exist. Put another way, there is little doubt that society benefits overall if public policies do a better job of accommodating people who want to live in more clustered, mixed-use, multi-modal neighborhoods and reduce their automobile travel, but who currently face barriers due to inadequate consumer options or market distortions that favor sprawl.This paper represents an alarming attempt is a need to be creative, innovative and visionary and to view current socio-economic challenges as an opportunity to advance sustainable development.In preparation of empirical study on the smart growth corridor, the challenges a community faces in adopting the principles are highly stressed. This paper has made a trail to eliminate those uncertainties in the process of executing developing a physical model.

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REFERENCES:o Urban sprawl : causes and effects

http://www.buzzle.com/articles/urban-sprawl-causes-and-effects.html

o Local Government Climate and Energy Strategy Guides: Smart Growth http//www.epa.govstatelocalclimatedocumentspdfsmart_growth_guide.pdf

o (March, 2011), Building for the 21st Century: American Support for SustainableCommunities;http://www.smartgrowthamerica.org/documents/building-for-the-21st-century.pdf .

o Smart Growth Network. 2002. Getting to Smart Growth: 100 Policies for Implementation. http://www.smartgrowth.org/pdf/gettosg.pdf.

o BEST DEVELOPMENT PRACTICES: A Primer for Smart Growth written by Reid Ewing and Robert Hodder Based on a book prepared for the Florida Department of Community Affairs and published by the American Planning Association (in cooperation with the Urban Land Institute)

o Smart Growth Guidelines for Sustainable Design & Development (EPA, 2009): www.epa.gov/smartgrowth/sg_guidelines.htm

o SMART GROWTH PRINCIPLES AND PRACTICES: Selected Case StudiesPrepared by- Fourth Year Community Planning Laboratory (CRP 410-01)[City and Regional Planning DepartmentCollege of Architecture and Environmental DesignCalifornia Polytechnic State University, San Luis Obispo]

o Boston’s Newest Smart Growth Corridor A COLLABORATIVE VISION FOR THE FAIRMOUNT/INDIGO LINEBy Southwest Boston Community Development Corporation

o Smart Growth Best Practices - Putting Smart Growth Policy into PracticeBy Idaho Smart Growth -Elaine Clegg, Special Projects Manager

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