Tag Archives: smart growth

Coalition Work, Economy, Housing, Land Use, Report

Place + Opportunity: Strategies for Creating Great Communities and a Stronger Region

Today, the Metropolitan Washington Council of Governments (COG) Board of Directors approved Place + Opportunity, a report that presents a regional framework to understand common challenges and opportunities among Activity Centers in our region. Examining a cross section of the region’s 141 Activity Centers, the Place + Opportunity Project Team conducted detailed analysis of each […]

Climate & Energy, Environment

Q&A: Roger Berliner, Montgomery County Councilmember

Roger Berliner was first elected to the Montgomery County Council in November 2006 as the District 1 representative for the Bethesda, Chevy Chase, Potomac, Kensington, and Poolesville areas. At the regional level, he serves on the COG Board of Directors and is the Chairman of COG’s Climate Energy and Environment Policy Committee. In this Region Forward […]

Coalition Work

Activity Centers Strategic Development Plan

The Metropolitan Washington Council of Governments, Reconnecting America, RCLCO, Urban Imprint, and Mobility Lab are making significant progress toward completing the region’s first Strategic Development Plan for Activity Centers (see the slideshow below and this blog post to learn more). This plan will help leaders in government, transportation, philanthropy, and real estate development work together to fulfill each […]

Transportation

Surveys Show Transportation Behavior Varies Widely Across Region

The results of a series of in-depth travel surveys released by the Transportation Planning Board in March highlight key differences in how people live and travel in higher-density areas with greater proximity to transit compared to those with lower densities and fewer travel options. Of the seven surveyed areas, the three with the highest population densities were […]

Coalition Work

The Region Forward Coalition: Looking Back and Moving Forward

2012 was busy for the Region Forward Coalition, with several key projects being completed, such as the first Region Forward Progress Report and an updated Activity Centers map outlining priority growth areas for the region. Completing the Region Forward “Baseline” Progress Report One of the first projects the Coalition undertook was the Baseline Progress Report. […]

Land Use

Activity Centers: Where Metropolitan Washington is Growing

Regional leaders voted today to approve an updated set of Activity Centers for metropolitan Washington.* These 139 Centers include existing urban centers, traditional towns, transit hubs, as well as areas expecting future growth.

Scroll below the text to see an ABC 7 video clip and additional media coverage of the decision.

For example, Georgetown is a vibrant, walkable place already built-out with a strong mix of housing and businesses. Activity Centers also include locations as diverse as NoMa, Clarendon, downtown Frederick, and Silver Spring where major growth is expected to occur over the next several decades and where investments should be prioritized.

While the Centers vary in scale and type, the basic concept behind them is the same: concentrate development in areas that will have the planning and infrastructure in place to support it. By focusing growth in Activity Centers, the region will improve connections between housing and jobs, reduce environmental impact, and make a better use of limited funds.

The Centers will also promote development around area transit such as Silver Line Metro stations in Northern Virginia and Green Line Metro stations in Prince George’s County, Maryland. About two-thirds of Centers are or will be served by the region’s existing or future rail transit network.

The goal for this latest update was to make the Centers more broadly useful. To do so, more targeted and specific criteria were used to designate than in 2007, the last time the Council of Governments approved a set of Activity Centers. The criteria are primarily based on Region Forward, COG’s vision for a more accessible, sustainable, livable, and prosperous metropolitan Washington.

The Council of Governments views Activity Centers as the next generation of metropolitan Washington’s growth and development. The office park model of development, based on low-density sprawl, is obsolete. That is why leaders in the region are working to focus future growth – which is estimated to bring over a million more people to the region in the next few decades – in mixed-use Activity Centers.

The Activity Centers map update is a necessary step in the development of an upcoming Strategic Investment Plan currently underway by COG’s Region Forward Coalition. By pointing out the specific elements (i.e., sidewalks, ground-level retail, fresh food, parks) that each Center is lacking or could improve upon, the Investment Plan will help local governments determine how best to use limited resources.

The Activity Centers Strategic Investment Plan will be released later this year and is a key component of Economy Forward, COG’s plan to prepare metropolitan Washington for a future with reduced federal spending and employment.

*Post updated to reflect the Council’s vote to approve the Activity Centers and to include additional information.

ABC 7: ‘NOMA,’ Clarendon, Silver Spring to see huge growth, study says

DCist: Regional Group Outlines 139 Activity Centers Where Growth is Expected in Future

WTOP: Planners ID neighborhoods for targeted development

WAMU: Planners: Regional Job Growth Should Focus on Activity Centers

Environment

Report highlights region’s agriculture and challenges for the future

Known as home to the federal government, major defense contractors, biotech firms, and universities, it may come as a surprise that agriculture also plays a major role in metropolitan Washington’s land use and economy.

About 28% of the region’s land area is dedicated to agriculture and the industry contributes approximately $1 billion to the metropolitan Washington economy every year. Agricultural production is also quite varied, ranging from tomatoes and potatoes to beef and beans.

Despite its size and diversity, however, the region’s agriculture is not meeting local food demands. And with more than a million people expected to move to this already rapidly-growing region in the next few decades, the situation is likely only going to get worse without significant policy changes. That’s the message behind a new Council of Governments report, What Our Region Grows.

The report, still in draft form, highlights the region’s current agricultural production as well as the gaps between current production and what’s needed to meet local demand. We’ll cover the report in more detail once it’s finalized, but the draft version – complete with charts and graphs – makes for interesting reading during the holidays.

Alice Rivlin discusses “fiscal cliff” & metro Washington’s long-term economic outlook

Alice Rivlin, a senior economist at the Brookings Institution and an expert on the federal budget, said she believes the President and Congress will reach an agreement to avoid the mandatory tax and spending cuts known as the Fiscal Cliff. Speaking recently at COG’s Annual Meeting, Rivlin called the budgetary predicament a major but also “artificial, elementary” problem about which we should all be outraged.

Rivlin outlined her solution for averting the cliff and improving the country’s long-term fiscal situation, which includes raising taxes and broadening the tax base by eliminating many deductions. As for spending cuts, which Rivlin noted are “even harder” to deal with than the tax issues, she suggested focusing on reducing the exponential growth in health care spending by changing incentives and reducing benefits for higher-income individuals.

Rivlin closed on positive note, applauding the work of COG and other organizations in helping prepare for change. “This region is a great place to be and we’re not going to be derailed!” said Rivlin. “Whatever happens on the fiscal cliff, we should all be very glad that we live here” given that metro Washington’s economy has shown itself quick to adapt and, as the nation’s most-educated region, is poised for success in the knowledge economy.

Rivlin also noted that the region’s recent long-term planning efforts have put metropolitan Washington in a great position to continue to thrive. “COG’s major planning efforts, including Region Forward and Economy Forward, represent serious forward thinking and will pay off,” said Rivlin. “They’re helping make metropolitan Washington a model region for the nation.”

To further help the region prepare, COG recently launched the Metropolitan Washington Fiscal Cliff web site which includes news, resources, and analysis on the regional impact of major changes in federal spending. At the site you can also read more about Rivlin’s speech and recommendations.

Traffic and transit congestion to worsen without changes in funding, policy

As we noted last week, new TPB analysis shows that metro Washington’s already major traffic and transit congestion will continue to worsen without greater investment in transportation infrastructure and changes in land use policy throughout the region. The following post provides greater detail about the findings.

Travelers in metro Washington will face considerably more roadway and transit congestion in coming decades if current planning and funding trajectories are allowed to continue.

That’s the main finding of a recent Transportation Planning Board analysis of how well the projects and programs in the region’s long-range transportation plan will meet the increased demands brought on by anticipated population and job growth over the next three decades.

The plan, formally called the Constrained Long-Range Transportation Plan, or CLRP, includes all of the regionally-significant transportation projects and programs that the states and local jurisdictions in the region expect to build or implement between now and 2040.

Currently the plan includes almost $223 billion in anticipated spending, 70% of it needed for maintaining and operating the existing system of roads, transit, and bicycle and pedestrian infrastructure. Only $67 billion, or 30%, is slated to be spent on expanding the system, whether by building or widening roads, constructing new transit lines, or purchasing railcars and buses to provide additional capacity.

The TPB’s recent CLRP analysis showed that the expansion that is planned will hardly keep pace with forecast demand.

By 2040, the region’s population is expected to increase 24% — an additional 1.3 million people — while the number of jobs is forecast to swell by 37%. The TPB’s travel models predict that such growth will lead to increases in total driving — measured in vehicle-miles of travel, or VMT — of 25%. Vehicle work trips are expected to increase by 27%, while transit work trips are expected to increase by 28%.

Meanwhile, the CLRP only includes a 7% increase in new lane-miles of roadway and specifically points out that Metrorail lacks the funding needed to run all eight-car trains during peak hours, a key to increasing the capacity of the Metrorail system.

Together these pressures will result in a 78% increase in the number of lane-miles of congested roadway during the morning peak hour, according to the analysis. And four of Metrorail’s five lines to and through the regional core will be “congested” or “severely congested” during the morning peak, compared to just one today.

Predictions like these help illustrate the impacts that current planning and funding decisions will have on the transportation system and its ability to meet the region’s needs. The TPB performs such analyses to help planners and decision-makers evaluate the effectiveness of current plans and to gauge the relative impacts of alternative growth or transportation investment scenarios.

One alternative growth scenario that the TPB studied in 2010 assumed that half of housing and job growth in the region between 2015 and 2030 would be located in mixed-use development near transit stations. The TPB’s travel models showed an 11% increase in transit ridership and a 17% increase in trips made by bicycle or on foot compared to the trajectory outlined in the then-current CLRP.

The analysis of that scenario showed that shifting anticipated growth patterns and land-use can have a significant impact on transportation outcomes. Analyses of this and other strategies will help planners and decision-makers identify those approaches that offer the greatest potential to address the transportation challenges the region faces.

The TPB’s recent analysis of the long-range transportation plan for the region paints a bleak picture of the future. And changing that future will not be easy, especially as transportation revenues continue to decline and the expense of maintaining aging infrastructure continues to rise. The analysis tools the TPB uses can assist decision-makers in their efforts to find the transportation and land-use strategies that have the best chance of improving our transportation future.

The TPB Weekly Report is a regular feature on The Yardstick and is designed to provide brief, timely summaries of recent research, analysis, outreach, and planning by the National Capital Region Transportation Planning Board (TPB). Follow the TPB on Facebook and Twitter.

Program offers citizens a chance to get involved in transportation planning

A group of current or emerging citizen leaders and other interested individuals from around the Washington region gathered recently to learn about how transportation decisions are made in the region and how to become more involved in the decision-making process.

The 19 individuals, each of whom has been recognized as a force of change in his or her respective community, met on Thursday, November 29, and Saturday, December 1, for the Transportation Planning Board’s Community Leadership Institute, or CLI, normally held in the spring and fall each year.

The first CLI took place in 2006 after TPB staff conceived it as a way to help citizen leaders connect the interests of the local communities and organizations they serve with the broader challenges facing the entire metropolitan area.

Since then, the TPB has hosted ten CLIs. At the most recent one, Todd Turner, who attended a 2008 CLI and now serves as the Chair of the TPB, welcomed participants and encouraged them to get more involved in regional decision-making.

A diverse agenda of educational presentations, experiential group learning, and interactive discussions has always been central to the CLI curriculum.

Key presentations provide participants with information about the TPB and its partners, including state and local departments of transportation and elected officials, and help explain the many different processes — at the regional, state, and local levels — for developing and advancing individual transportation projects.

Presentations also describe some of the key transportation challenges facing the region, especially worsening roadway congestion, inefficient land-use and development patterns, and severe funding shortfalls.

One of the main interactive group activities at the most recent session emphasized the crucial link between transportation and land-use and highlighted the challenge of accommodating future growth in the region.

In the first part of the exercise, groups each proposed on a map where to concentrate the growth of nearly 700,000 new households and more than 1.3 million new jobs that is forecast to occur through 2040 and what transportation improvements need to be made to accommodate the new growth.

Groups also had to confront the region’s funding challenges in the second part of the activity by adding up the costs of their proposed improvements and identifying sources of new funding to pay for them.

One of the other main activities in the curriculum called on participants to assume the roles of different neighborhood-level interest groups in tackling a fictitious local transportation issue. The activity underscored the obstacles and opportunities that exist in trying to build consensus among people who have differing opinions and perspectives.

Peter Shapiro, who served on the Prince George’s County Council from 1998 to 2004 and as Chair of the TPB in 2003, facilitated the workshop.

On Wednesday, Dec. 19, during its next regularly-scheduled meeting, the TPB will hold a brief ceremony to honor the 19 “graduates” of this fall’s CLI session.

The date of the next Community Leadership Institute has yet to be set, but once it is, the TPB and its staff will begin to recruit individuals who are interested in attending and invite them to submit a formal application.

The TPB Weekly Report is a regular feature on The Yardstick and is designed to provide brief, timely summaries of recent research, analysis, outreach, and planning by the National Capital Region Transportation Planning Board (TPB). Follow the TPB on Facebook and Twitter.

Congestion to worsen further without investment in transportation network and changes in land use

Metro Washington’s already notorious traffic congestion is set to get even worse in the coming decades according to new analysis by the National Capital Region Transportation Planning Board (TPB).

The analysis indicates that the region will continue to experience worsening congestion for both highways and transit in the region without additional funding for transportation and changes to land use patterns.

Several media outlets reported on the analysis, including:

NewsTalk with Bruce DePuyt: Ron Kirby, COG’s Transportation Planning Director, and Todd Turner, Transportation Planning Board Chair, discuss the findings of the new analysis:

WAMU: “D.C. Area’s Transportation Future: Crowding, Crowding And More Crowding Council of governments releases 30-year transportation forecast”

The Washington Examiner: “Traffic woes likely to persist for decades, officials say”

WTOP: “More people and limited commuting options mean greater congestion”

ABC 7: “Washington metro area traffic to worsen in next 30 years, study says” (video below)

To view/download a presentation providing an overview of the analysis, click here.

New Regional Leadership: Chuck Bean to head the Council of Governments

The Board of Directors of the Metropolitan Washington Council of Governments (COG) has named Chuck Bean, currently president of the Nonprofit Roundtable of Greater Washington, as its executive director. Board members praised Bean’s long record of building regional partnerships, his intense focus on preparedness, and his role as a successful problem-solver. He will succeed David Robertson, who is stepping down from the post after 10 years.

Bean has said he will concentrate sharply on COG’s signature initiative Region Forward, and its new Economy Forward program. It should be noted that Bean has been involved in Region Forward from the beginning. He was a member of the Greater Washington 2050 Coalition, which developed the regional vision plan.

COG Chairman Frank Principi and incoming Executive Director, Chuck Bean

For more on Chuck Bean, check out COG’s press release.

Adapting Inclusionary Zoning to a Changing Housing Market

Cheryl Cort, Policy Director, Coalition for Smarter Growth

Inclusionary Zoning is a flexible and effective tool to provide affordable housing in the expensive metro Washington market, according to speakers at a recent workshop at the Council of Governments (COG). On October 15, experts and advocates from area governments, non-profits, and the private sector convened to discuss area inclusionary zoning housing programs.

Inclusionary zoning, or IZ, requires that a certain percentage of units in a new residential development be set aside as affordable in exchange for a density bonus and/or zoning flexibility (for example, giving developers the right to build more units or build taller buildings than normal zoning rules permit). The workshop was organized by COG, the Coalition for Smarter Growth and the Northern Virginia Affordable Housing Alliance. The goal was to convene government practitioners and affordable housing supporters to discuss current challenges, share best practices and identify issues for follow up work.

Fairfax, Montgomery and Loudoun Counties have had IZ programs in place for three decades and collectively produced over 17,000 units. Montgomery County alone has produced over 13,000 MPDUs since 1976. However, since the County’s program initially required the units to remain affordable for only a short amount of time, just over 30 percent of these units are still affordable. Fairfax County has produced over 3,400 units, has a pipeline of nearly 1,000 more, and has retained all units in the program until now, although some are due to expire soon. The District of Columbia has only recently started to see IZ units produced from its new program.

Participants tackled tough questions about how IZ programs are responding to a changing housing market, and how they are coping with new constraints from the Federal Housing Administration (FHA) and commercial mortgage lenders. The workshop also discussed some of the key challenges in retaining units for long-term affordability while providing shared appreciation to homeowners. The difficulties of rising condo fees and high rise construction costs were also identified as major issues that IZ programs in the region are grappling with. D.C.’s approach of rolling the condo fee into the sales price is a newer model that will be tested as IZ units come online in the city.

Speakers noted that IZ programs continue to adapt and respond to challenges. One of the major conflicts in recent years involves the FHA not accepting certain provisions in IZ covenants on for-sale units, such as allowing affordability requirements to survive foreclosure. The District will be proposing a more comprehensive approach to ensuring that their covenants conform with FHA requirements while using alternative ways of retaining affordability of the unit or recapturing the subsidy in the event of a foreclosure.

Dave Wilkinson of CityFirst Homes, the District’s manager of a housing land trust, noted that the FHA rules are difficult or impossible to change, and working to avoid foreclosure through effective stewardship is a better approach to retaining units. He noted that foreclosure rates among housing trusts with stewardship programs are close to zero, compared to 22 percent and 14 percent for programs with no stewardship. Other struggles with FHA financing were encountered and resolved by Montgomery County, which worked for a year to obtain FHA’s agreement that its approaches to resale formulas, capital improvement credits, and enforcement actions conform to FHA standards. The county does not use a covenant that allows affordability of the unit to survive foreclosure but it retains a first right of refusal and could use its housing trust fund to purchase units.

Deborah Watson, representing Bank of America, explained that lenders can work smoothly with IZ programs by reviewing the provisions of the program as a whole, and ensuring conformity with secondary mortgage institutions like Freddie Mac and Fannie Mae. Bank of America currently has a database of 400 approved IZ programs.

COG, the Coalition for Smarter Growth, and the Northern Virginia Affordable Housing Alliance will work with participants to convene a series of follow up meetings on specific topics identified during the event for further discussion and development of solutions. Topping the list is examining how construction costs, IZ unit pricing, and income targeting affect programs.

Integrating Transportation & Land Use at the Local Level

Nine studies aimed at promoting the integration of transportation and land-use planning at the local level will kick off around the Washington region in the coming weeks.

The projects will be funded under the Transportation/Land-Use Connections Program, which was created by the Transportation Planning Board in 2006 to help local jurisdictions identify key improvements to help make the transportation system and development patterns support one another more effectively.

All nine projects funded under the program, often referred to as TLC, will be completed by June 2013, which is the end of the TPB’s fiscal year.

Of the nine projects funded this year, six will take place in Maryland, in part because the Maryland Department of Transportation commits extra funding each year to support additional TLC projects in Maryland jurisdictions.


Transportation/Land Use Connections Program

In the City of College Park, a consultant team selected by the TPB will complete a market analysis for potential mixed-use, transit-oriented development on an 18.2-acre site immediately adjacent to the College Park Metrorail station, the College Park MARC commuter rail station, and a planned Purple Line light rail stop.

Also in Prince George’s County, another consultant team will assist the City of Greenbelt in carrying out safety and accessibility evaluations of its 136 bus stops and drafting a multi-year strategic plan for making it easier and safer for local residents to access bus transit.

In Montgomery County, consultants will assist county planners in determining the extent to which it’s possible to ease minimum parking requirements for developers in areas served by bikesharing systems. The team will use the experiences of other metropolitan areas to determine how much parking demand is reduced by having access to such alternatives.

In the City of Rockville, planners will receive help in evaluating development-related traffic impacts that cross jurisdictional boundaries and in identifying appropriate capacity improvements or transportation alternatives to mitigate such impacts.

And in the City of Takoma Park, consultants will assess the feasibility of transforming New Hampshire Avenue from a six-lane suburban arterial into a multi-way boulevard, with center travel lanes for faster-moving auto and bus traffic separated by tree-lined medians from side lanes designated for slower-moving traffic, on-street parking, and bicycle facilities. The study will complement a TLC project completed last year that developed streetscape standards for the corridor.

The sixth project in Maryland falls under TLC’s new Design Pilot Program, which for the first time makes funds available to help jurisdictions complete conceptual design and preliminary engineering for a key project with the goal of moving it closer to full implementation.

The City of Frederick will receive assistance under the Design Pilot Program to design a new trail — including bike lanes, sidewalk upgrades, and a shared-use path — linking the existing MARC commuter rail station with a newly-installed bike lane that connects residential areas and major job centers in the City.

Across the Potomac River, in Virginia, two TLC projects will soon kick off, too.

One will be in the City of Falls Church, where planners want to increase the use of alternative modes of transportation along the Washington Street corridor, which connects the East Falls Church Metrorail station with the city’s southern gateway. The study will develop recommendations to promote transit-oriented design principles outside the quarter-mile radius of transit stations or stops that is the traditional focus of planners.

In the Town of Middleburg, in Loudoun County, a consultant team will help develop plans — including cost estimates and an implementation timeline — for carrying out a streetscape improvement project on Washington Street, the town’s historic main street. The study will focus especially on how to preserve the street’s historic character, address aging street lights, and develop a succession plan for overgrown trees.

Finally, the ninth project to be funded under the TLC Program this year will take place in the District of Columbia. Consultants will help planners there carry out an extensive survey of residents and managers of residential properties to try to quantify the benefits of being able to access jobs via walking, bicycling, bus, or rail, rather than by car.

In all, twelve county or municipal governments applied for funding for 16 projects under the program this year. In June, a panel of transportation and land-use experts assembled by the TPB chose nine of the projects to receive funding.

Now in its seventh year, the TPB’s TLC program has funded more than 50 technical assistance projects to help local jurisdictions better integrate transportation and land-use planning, and to identify key improvements to help make the transportation system and development patterns support one another more effectively.

The TPB Weekly Report is a regular feature on The Yardstick and is designed to provide brief, timely summaries of recent research, analysis, outreach, and planning by the National Capital Region Transportation Planning Board (TPB). Follow the TPB on Facebook and Twitter.

RF Round-up: Sprawl Out, Urbanism In / Pedestrian Safety / BRT in Metro DC / Economic Growth / Reducing Child Poverty

The Yardstick has covered a very diverse range of topics over the past few weeks, from bringing BRT to metro Washington to reducing child poverty to making the region’s economy more competitive and resilient. In case you’ve missed any of them, here’s your chance to get caught up:


The next gener
ation of metro Washington’s growth and development: The office park model of development, based on low-density sprawl, is obsolete. That’s why leaders in the region are working to focus future growth – which is estimated to bring 1.6 million more people to the region in the next few decades – in urban, mixed-use Activity Centers. The evolution of Crystal City from a primarily industrial landscape in the 1960s into a major commercial center today is an illustrative example of the process of building successful urban centers.


Making the region’s roadways and walkways safe for all users: While motorist fatalities in the region declined by nearly 30 percent from 2006-2010, pedestrian and bicyclist fatalities remained essentially flat. The result is that pedestrians and bicyclists now account for 30 percent of the region’s traffic fatalities. That’s unacceptable, especially as the region aims to increase its share of walking and biking. Jeff Dunckel, Pedestrian Safety Coordinator for Montgomery County and George Branyan, Pedestrian Program Coordinator for D.C. site down for a video chat to discuss pedestrian safety issues.


Bringing Bus Rapid Transit (BRT) to metro Washington:
The region’s first BRT line could be operating in Northern Virginia by early 2014 thanks in part to a federal TIGER grant received by the TPB two years ago. The line will run approximately five miles along the Route 1 corridor between the Pentagon City and Braddock Road Metro stations, connecting growing housing and job centers to the existing transit system. Several bus routes serve the corridor already, but local planners say significant high-density development that is either underway or expected in the next few years will increase the demand for new and better service.


Moving the region’s Economy Forward:
The idea that metro Washington should diversify its economy is not new, though the urgency behind the notion is at an all time high. Nearly half a million jobs are threatened by sequestration, while a combination of the country’s “fiscal cliff” and ongoing political gridlock jeopardize future growth. Metro Washington ranked 13th out of 15 major metro areas last year in terms of job growth.

And even if Congress does manage to prevent sequestration, the current economic and political environment means that federal spending and employment is not likely to reach its recent levels in the near future. That’s why COG decided to make improving regional economic growth and competitiveness its key focus for 2012. Economy Forward, COG’s plan to prepare for reduced federal spending will develop sustainable transportation funding solutions, prioritize growth in Activity Centers, re-brand the region, improve workforce development, and establish a regional liaison with the White House.


Even in wealthy metro Washington, child poverty is on the rise and it’s an obstacle to progress:
This region is one of the most affluent communities in the world, yet, families and children are living in poverty as profound as in some developing countries. And despite the best efforts of many people over the years, things aren’t getting better, they are getting worse. A new report, Capital Kids: Shared Responsibility, Shared Future, paints a statistical portrait of our children and youth – including how their opportunities differ by where they live. There is a large and growing gap in this region between those who have the opportunities and resources to live a productive life and those who don’t.


Telework continues to gain popularity in metro Washington as technology advances and employers grant more flexibility:
More than 600,000 people in the region telework “at least occasionally” and another 500,000 say they “could and would” work remotely if given the opportunity, according to the results of a TPB survey of commuters’ travel patterns. That’s nearly half of the region’s 2010 workforce of around 2.4 million people.