►
From YouTube: Arlington's Smart Growth Journey
Description
This documentary traces the story of how visionary leaders - and residents who passionately loved their community - together transformed an aging suburb into a national model of transit oriented development. Arlington's setbacks and victories, battles and debates will resonate with any community seeking an alternative to sprawl.
E
I
I've
seen
the
the
older
homes
being
being
tore
down
and
they
putting
up
new
home.
So
now
the
townhouses.
E
K
A
You
ever
thought
of
Metro
as
a
tool
of
transformation.
Well,
four
decades
ago,
Arlington
dear
before
World
War,
Two
Arlington
was
a
largely
rural
County.
Today
it
is
something
quite
different.
How
did
Arlington
change,
who
were
the
visionaries
who
took
a
risk
with
metro
rail
and
used
it
to
reinvent
their
County?
How
did
they
do
that,
while
preserving
Arlington
single-family
neighborhoods?
How
did
they
convince
people
to
get
out
of
their
cars
and
walk
bike
or
use
mass
transit
at
a
time
when
Americans
were
falling
in
love
with
the
automobile?
The.
A
N
T
V
N
When
you
think
about
World
War
two
in
Washington,
it
was
tremendous
boom
for
the
area
and
particularly
for
Arlington,
and
of
course,
people
were
flooding
into
the
District
of
Columbia
to
work
in
the
department's
there.
But
in
Arlington
you
have
the
construction
of
the
largest
office
building
in
the
world
to
Pentagon
and
along
with
that,
the
movement
of
people
into
temporary
dormitories
to
work
in
the
Pentagon,
as
well
as
more
permanent
housing.
Buckingham.
C
V
Q
C
V
A
C
N
W
Q
C
X
X
O
Y
K
N
Lot
of
planners
were
thinking
that
the
best
thing
to
do
would
be
to
just
build
roads
everywhere,
and
these
were
plans
that
were
on
the
books
in
the
1950s.
They
got
a
lot
of
impetus
in
1956
with
the
interstate
highway
act
that
promised
90%
federal
funding
for
these
massive
super
highways,
and
one
of
the
proposals
was
just
to
build
highways
everywhere,
in
which
case
DC
would
have
looked
a
lot
more
like
Los
Angeles.
W
It
was
apparent
at
that
time
that
we
could
be
carved
up.
We'd
already
had
some
experience.
We
build
a
new
junior
high
school,
but
surely
highway
came
along
and
just
destroyed
the
possibility
of
having
an
effective
junior
high
school
because
it
cut
the
community
cut
it
off
from
its
school
population.
C
S
Couldn't
believe
it
was
The
Perils
of
Pauline.
We,
we
would
come
in
one
day
to
a
meeting
and
there
would
be
a
lot
of
sad
faces
and
concerned
faces
and
we
would
be
taken
into
executive
session
by
the
general
manager
and
he
would
say,
representative
natcher
is
upset
because
of
XYZ
and
the
funding
is
off
no
federal
funding
for
Metro
and.
P
N
John
F
Kennedy
came
in
with
a
very
different
idea,
not
only
about
how
the
federal
government
should
work,
but
also
how
the
Washington
region
should
work,
and
so
he
appointed
people
who
thought
like
him,
local
folks
who
said
that
maybe
they
didn't
want
these
massive
highways
going
through
neighborhoods.
One
of
these
people
was
Darwin's
Tolson
Bock
of
Montgomery
County.
In
a
lot
of
ways,
Tolson
Bach
was
a
key
figure
in
proposing
that
rail
transit
be
a
centerpiece
of
planning
in
the
region.
The
main
response
was
neglect.
Arlington
was
an
exception.
N
A
W
Wanted
to
run
66
right
flat
down
been
in
the
middle
of
Rosslyn,
which
would
distort
any
possibility
of
them,
and
we
got.
We've
got
to
give
a
lot
of
credit
to
the
man
who
was
in
the
head
of
our
Highway,
give
a
stone
burner.
Mr.
stone
burner.
Stove
wood
burner
got
them
to
shift
66,
so
it
moved
a
little
bit
to
the
side
and
gave
us
between
30
and
40
acres
for
redevelopment.
P
N
That
is
one
of
the
cheapest
ways
to
build
Rapid
Transit,
you
already
own
land.
If
you
manage
to
plan
the
highway
with
a
wide
enough
median
strip,
you
can
build
the
highway
first
and
build
transit
later.
It
also
means
that
you
don't
have
to
really
worry
about
going
under
people's
properties
and
see
on
the
property.
You
don't
have
to
worry
about
crossing
major
streets
because
the
highway
is
already
bridging
those
major
streets
or
going
under
them.
So
it
makes
a
lot
of
sense
if
you're
trying
to
build
cheaply.
P
N
Want
to
reinvigorate
the
Wilson
Boulevard
corridor,
the
best
way
to
do
it
would
not
be
to
send
Rapid
Transit
to
the
North
long
on
Tuesday
66,
but
to
build
an
underground
tunnel
underneath
Wilson
Boulevard
itself
and
you'd
have
stations
pop
up
right,
where
Arlington
wanted
people
to
be
at
the
department
stores
at
the
Civic
Center's
and,
of
course,
in
Rosslyn
itself.
You.
R
N
Given
the
federal
installations
in
Arlington,
particularly
the
Pentagon
and
National
Airport,
it
made
a
lot
of
sense
to
consider
those
areas
near
the
river
to
be
one
of
the
key
destinations
for
any
kind
of
rail
transit
system.
What's
interesting,
is
it's
Tolson
Bock
broadens
that
out
and
starts
thinking
a
little
more
about
serving
corridors
through
our
lling
ttan,
rather
than
just
those
two
main
destinations.
Z
B
P
Metro
had
bought
into
obviously
Rosslyn
and
they'd
bought
into
the
Boston
each
end,
but
they're
saying
we
just
cannot
afford
to
have
the
time
element
involved
that
all
these
stops
and
we
would
say,
hey
well,
look
at
the
density
that
you
will
be
passing
when
you
bypass
that
stop,
because
this
is
the
office
space,
and
this
is
residential
areas,
that'll
be
at
those
stations
and
if
you're
gonna
serve
density,
which
you're
supposed
to
do,
then
you've
got
to
stop
there
and
it
just
became
wearing
them
down
with
facts.
Arlington.
A
S
Georgetown
residents
feared
that
hooligans
would
be
coming
from
Virginia,
I
guess
in
Washington
in
other
places
and
and
be
a
problem
in
a
nuisance
and
they
in
Georgetown
streets
and
of
course
the
station
was
going
to
cost
an
enormous
amount
of
money
so
that
money
was
floating
about
and
we
grabbed
it
in
Arlington
and
and
got
it
designated
for
the
station
at
Virginia
square.
Mister.
A
K
T
Arlington
County
Board
was
fired,
the
Planning
Commission
was
for
it
now
then,
where
to
so
up
on
Bishop,
well,
I
thought:
how
are
we
gonna
get
people
excited,
so
we
put
this
metro
card.
See
people
didn't
even
know.
What
did
okay
so
brought
it
and
put
it
in
front
of
old
cans,
department
store,
so
people
would
enter
and
they
have
take
a
flier
and
they
come
out
there,
and
this
is
a
steady
stream
of
people.
T
L
AB
N
AA
Z
AD
AE
AB
AE
I
AD
V
AD
R
Every
metro
station
area
between
each
area
you'll
see
the
heights
go
down
somewhat
and
from
the
station
area
to
the
residential
neighborhood
you'll
see
tapering
down
as
well,
so
in
both
directions.
The
highest
point
is
likely
to
be
right
at
the
metro
station
and
then
in
each
direction
from
there
you
will
see,
generally
speaking,
some
lowering
of
the
heights
as
you
taper
to
a
residential
neighborhood
oftentimes,
a
townhouse
development
may
be
seen
as
a
logical
buffer
between
the
single-family
homes
and
the
higher
density.
You
see.
AE
AC
W
B
W
AB
AB
N
Q
To
think
I
think
it
was
within
a
couple
years
of
that,
this
kind
of
somewhat
wacky
movement
that
started
among
some
architects
and
some
social
critics.
The
New
Urbanism
kind
of
really
took
off,
and
you
know,
I
think
it
has
come
to
pervade
almost
all
of
the
progressive
thinking,
and
you
know
in
architecture
and
building
and
planning.
You
know
it's
combined
really
with
environmentalism,
it's
become
a
larger,
a
larger
movement
really
within
American
society,
which
is
why
we,
so
we
just
happen
to
be.
You
know,
kind
of
it,
the
nexus
of
all
of
that
smart.
AA
Q
What
we're
looking
at
is
your
standing
horse
right
at
the
station
and
that's
the
first
principle
and
you
need
a
whole
lot.
That's
really
close
to
the
station,
because
people
will
walk
about
a
quarter
of
a
mile,
and
so
the
first
quarter
mile
is,
what's
you
know?
What's
really
important?
75%
of
the
ridership
of
a
station
is
from
the
first
quarter
mile
radius.
So,
as
you
see
there's
activity
here
right
across
the
street
from
the
station
on
in
every
direction.
Q
The
second
principle
is
well
walkability
and
then
the
thirdly
is
mixed-use
and
you
need
to
have
a
mix
of
uses,
so
people
are
coming
going
so
there's
activity
all
day
long
and
into
the
evening,
and
you
can
see
that
here
with
a
mix
of
retail
in
the
ground,
helps
the
walkability
to
residential
and
office.
So
we
have
you
know
old
buildings
that
are
being
preserved
and
have
retail
in
office.
Q
D
We
are
across
the
street
from
a
project
called
Arlington
Gateway,
which
consists
of
the
Westin
Hotel,
the
Arlington
Gateway
office
building
and
then
behind.
Pf
Changs
is
a
high-rise
condominium
project
and
it
sort
of
is
typical
of
Boston
projects.
That
are,
you
know:
50%,
commercial
and
50%
residential.
R
By
and
large,
the
character
of
the
neighborhood
has
sustained
itself
we're
also
only
about
a
10
or
12
minute,
walk
to
two
different
metros
on
the
metro
line
of
the
G
square,
metro
and
Clarendon
metro,
it's
a
beautiful
residential
neighborhood
and
it
was
part
of
the
original
plan
to
protect
neighborhoods.
Just
like
this.
AF
O
N
Don't
think
that
Fairfax
County
looks
that
different
from
most
metropolitan,
suburban
counties
in
the
United
States,
and
so
in
some
degree
it's
not
terribly
surprising.
What's
a
little
weird
about
Fairfax
County
is
they
do
have
Tyson's
Corner
where
year
100,000
people
work
and
that's
not
certified
transit,
and
that
is
kind
of
strange.
O
O
A
But
can
the
Metro
corridors
do
more
than
just
produce
tax
revenues
to
pay
for
open
space
and
other
amenities?
Arlington
has
found
that
they
can
do
much
more.
They
can
change
the
way
people
live,
work
and
play
in
Crystal,
City
and
Rosslyn
planners
and
residents
are
making
the
streets
livelier,
creating
more
transit
options
and
adding
ground-floor
retail.
The
changes
all
come
together
in
Clarendon.
Y
R
E
F
I
like
to
take
our
groups
on
this
particular
little
walk,
because
this
this
is
about
a
half
a
million
square
feet
of
infill.
On
that
block.
There
have
been,
you
know
at
least
two
to
three
thousand
housing
units
added,
and
this
may
be
within
maybe
six
blocks
of
here
and
yet
here
you
are
on
a
county
park.
E
AF
R
We've
actually
moved
quite
seamlessly
from
a
bedroom
community
to
a
well
planned
and
designed
city
in
a
way
that
doesn't
bring
the
negatives
where
people
sort
of
associate
with
cities
they
think
of
cities
as
having
crime
and
bad
schools,
and
all
these
other
things
our
city
has
fabulous
schools.
Our
city
has
great
parks.
Our
city
has
a
top
services.
B
B
Mean
it's
quintessentially
a
car
oriented
community
and
with
the
bus
transfer
station
they
are
providing
great
transit
access,
but
it's
off
the
interstate.
What
we've
done
is
taken
a
community
that
could
be
literally
anywhere
in
America
and
created
a
walkable
mixed-use
community
where
people
live
and
work
and
play
they're
there
all
hours
of
the
day
and
night.
It
is
vibrant,
it
is
dynamic
and
you
can
park
your
car.
B
A
F
AF
W
E
A
M
The
success
that
you
see
along
the
RB
part
or
just
highlights
the
lack
of
attention
paid
elsewhere,
all
along
the
Columbia
Pike
card
or
going
from
the
west,
where
you
hit
Falls
Church,
going
all
the
way
to
the
east
to
the
Pentagon.
You
see
clear
areas
where
smart
growth
has
not
really
had
a
positive
impact
on
communities.
G
AG
Recent
effort
to
develop
a
street
plan
that
can
guide
the
actual
construction
of
the
street
and
provide
for
rapid
bus
transit
and
light
rail
in
the
future.
You
know
that's
given
a
framework
or
blueprint
for
the
pike
you
know
again.
This
is
an
example
of
where
the
county,
through
successive
planning
efforts,
has
really
done
what
it
does
best,
which
is
create
a
road
map
for
the
future.
That
will
help
to
ensure
that
the
area
is
successful.
Now.
I
M
M
The
community
got
together
a
few
years
ago
and
underwent
a
planning
process
that
took
a
lot
of
smart
growth
principles
and
applied
them
here
without
the
transit
hub
and
we're
actually
starting
to
see
some
some
progress
with
that.
But
the
big
concern
that
you
would
have
development
that
would
certainly
improve
the
aesthetics
of
the
neighborhood
but
at
the
same
time
just
displace
individuals.
That
was
a
key
concern
that
went
into
the
community's
role
in
the
planning
process
to
guide
the
revitalization
of
nod.
So
there's
a
big
emphasis
on
affordable
housing.
M
AH
M
N
A
G
Like
here,
where
we're
getting
100
and
my
affordable
and
you
get
134,
there
are
market
rate
for
the
developers
so
that
they
can
make
their
money
investment,
but
we
gained
100
units
some
trade-offs.
This
is
a
segment
where
Arlington
had
a
village,
and
you
know
so.
We
lost
some
apartments,
but
in
exchange
we
were
able
to
preserve
the
rest
of
like
a
village.
Now.
Q
B
B
You're
going
to
preserve
a
diverse
residential
base
economically
then,
just
as
in
development
as
a
government,
we
have
to
intervene
and
we've
been
working
very
hard
to
intervene
in
Arlington.
If
we're
going
to
be
great,
we
can't
have
just
one
kind
of
people.
We
gotta
have
all
kinds
of
people
and
we've
got
to
be
prepared
to
help
make
that
happen.
AI
This
mean
I
want
to
talk
in
know
the
case
studies
and
so
forth
about
how
this
has
been
a
long-term
success
story.
Garlington
it's
been
over
three
decades
now,
not
many
sort
of
success
stories
that
are
kind
of
brought
me
over
looks
at
in
the
various
businesses
that
so-called
actually
sustain
themselves,
but
you
know
decades
and
centuries
on
end,
and
what
do
you
see
as
the
challenges
to
Arlington
keep
staying
at
the
four
foots
of
his
whole
movement
in
the
coming
20
30
40
years?
I.
Think.
F
B
I
think
they
will
have
to
face
questions
with
regard
to
the
Lee
Highway
Quarter
and
some
generation
will
need
to
look
at
the
Arlington
Boulevard
corridor
and
all
of
those
become
opportunities
working
with
the
community
to
step
back
and
say
alright.
What
is
it
today?
Where
is
it
going,
and
where
do
we
want
it
to
go.
A
AJ
Such
as
what
has
taken
place
in
Arlington,
for
example,
it
works
specifically
in
this
case,
because
the
people
participated,
the
elected
officials
made
that
decision
of
inclusionary
participation
and
now
it's
occurred,
and
it's
really
really
working.
If
we
could
use
that
formula
across
the
country
for
the
next
50
years,
look
at
the
reduction
in
carbon
emissions
would
have
look
at
the
reduction
in
sprawl
to
look
at
the
reduction
in
energy
demand
that
we'd
have
so
they
really
would
have
people
that
would
walk,
live,
work
and
play,
and
their
own
neighborhoods
I
mean
that's.
That's
really.