The presentation, dated March 11, 2019, includes slides used to present the information necessary to understand the rationale for zoning changes, the location of the zoning areas under consideration and the charts, tables and maps that help describe the situation. The proposed zoning changes, especially articles 6, 7, 8, 11 and 16, only cover changes affecting about 7% of the Town, those parts of the Town that are currently zoned R4-R7 and the B zoning districts.
Related articles
Many issues are under discussion as a result of these proposed zoning Articles. Issues include: housing affordability, the diversity of housing and incomes in Arlington, environmental concerns and sustainability, tax burdens or tax savings potentially resulting from growth, the risk of postponing the decisions, and the image of Arlington as a community that values diversity and equitability. This one page “fact sheet” attempts to address many of these issues and concerns.
I’ve had an annual ritual for the past several years: obtain a spreadsheet of property assessments from the Town Assessor, load them in to a database, and run a series of R computations against the data. I started doing this for a number of reasons: to understand what was built where (our zoning laws have changed over time, and there are numerous non-conforming uses), the relationship between land and building values, the capital costs of different types of housing, and how these factors have changed over time.
I’d typically compile these analyses into a fact-book of sorts, and email it around to people that I thought might be interested. This year, I’m going to post the analyses here as a series of articles. This first installment contains basic information about Arlington’s low-density housing: single-, two-, and three-family homes, as well as condominiums. Condominiums are something of an oddball in this category — a condominium can be half of a two-family structure, part of a larger residential building, or somewhere in between. There’s a lot of variety.
Here’s a table showing how the number of units has changed over time, since 2013.
land use | 2013 | 2014 | 2015 | 2016 | 2017 | 2018 | 2019 | 2020 |
---|---|---|---|---|---|---|---|---|
Single Family | 7984 | 7983 | 7991 | 8000 | 7994 | 7994 | 7998 | 7999 |
Condominium | 3242 | 3304 | 3367 | 3492 | 3552 | 3662 | 3726 | 3827 |
Two-family | 2352 | 2332 | 2308 | 2282 | 2263 | 2218 | 2183 | 2139 |
Three-family | 207 | 201 | 196 | 194 | 193 | 190 | 185 | 182 |
Arlington’s predominant form of housing — the single family home — has stayed relatively static; we’ve added 15 over the last seven years. The number of condominiums has increased significantly: +585 over seven years. That, coupled with the reduction of two-family homes (-213) and three-family homes (-25) leads me to believe that a fair number of rental units have been removed from the market.
Next, I’d like to look at how these homes are spread across our various zoning districts. (The “Notes” section at the bottom of the post explains what the zoning district codes mean).
Zone | Single-Family | Condo | Two-family | Three-family |
---|---|---|---|---|
B1 | 8 | 22 | 13 | 11 |
B2 | 1 | 4 | 1 | |
B2A | 1 | 18 | ||
B3 | 59 | 4 | ||
B4 | 1 | 59 | 5 | 5 |
B5 | 1 | 1 | ||
I | 8 | 18 | 7 | 1 |
R0 | 502 | |||
R1 | 6798 | 168 | 200 | 7 |
R2 | 647 | 1816 | 1881 | 124 |
R3 | 4 | 39 | 11 | 17 |
R4 | 23 | 79 | 2 | 3 |
R5 | 3 | 616 | 5 | 4 |
R6 | 2 | 686 | 8 | 7 |
R7 | 1 | 243 | 2 | 1 |
A few points to note:
- R0 is our newest district, which was established in 1991. It consists only of conforming single-family homes.
- R1 is Arlington’s original (per 1975 zoning) single-family district. It’s predominantly single-family homes, but there are a fair number of two-family homes, and even a few three-families. The presence of condominiums suggests additional multi-family homes (that consist of two or more condominiums)
- R2 is predominantly two-, and three-family homes. Although three-family homes are no longer allowed in this district, R2 has the largest number of three-families in town.
- Residential uses are no longer allowed in the industrial (I) districts, but the I districts contain 34 homes. These buildings pre-date the current zoning laws (aka “pre-existing non-conforming”). A good portion of the Dudley street industrial district is a residential neighborhood.
I’m pointing out these conformities (and non-conformities) for a reason. The zoning map (and use tables) dictate what is allowed today, along with specifying a vision for the future. Our zoning bylaw happens to contain a strong statement to this effect: “It is the purpose of this Bylaw to discourage the perpetuity of nonconforming uses and structures whenever possible” (section 8.1.1(A)). Despite the strong statement of intent, it can take decades (if not generations) for a built environment to catch up with the bylaw’s prescriptions.
I’ll finish this post with a breakdown of how condominiums are distributed across the various zoning districts:
Zone | 2013 | 2014 | 2015 | 2016 | 2017 | 2018 | 2019 | 2020 | delta |
---|---|---|---|---|---|---|---|---|---|
(N/A) | 14 | 15 | 0 | 0 | 0 | 0 | 0 | 0 | -14 |
B1 | 16 | 16 | 18 | 18 | 18 | 22 | 22 | 22 | 6 |
B2 | 2 | 2 | 2 | 2 | 4 | 4 | 4 | 4 | 2 |
B2A | 19 | 18 | 18 | 18 | 18 | 18 | 18 | 18 | -1 |
B3 | 55 | 55 | 61 | 59 | 59 | 59 | 59 | 59 | 4 |
B4 | 47 | 47 | 59 | 59 | 59 | 59 | 59 | 59 | 12 |
I | 18 | 18 | 18 | 18 | 18 | 18 | 18 | 18 | 0 |
R1 | 140 | 144 | 146 | 148 | 150 | 154 | 162 | 168 | 28 |
R2 | 1355 | 1406 | 1456 | 1518 | 1574 | 1670 | 1723 | 1816 | 461 |
R3 | 22 | 25 | 28 | 31 | 31 | 37 | 37 | 39 | 17 |
R4 | 65 | 67 | 67 | 79 | 79 | 79 | 79 | 79 | 14 |
R5 | 616 | 616 | 616 | 616 | 616 | 616 | 616 | 616 | 0 |
R6 | 630 | 632 | 635 | 683 | 683 | 683 | 686 | 686 | 56 |
R7 | 243 | 243 | 243 | 243 | 243 | 243 | 243 | 243 | 0 |
The last column (“delta”) shows the difference between 2013 and 2020. The largest increase occurred in the R2 (two-family) district, followed by R6 (medium-density apartments, where most of the increase took place in 2014) and R1 (single-family).
That it will do it for the first installation. In the next post, we’ll look at how the cost (assessed values, actually) of Arlington’s low density housing has changed over the last seven years.
Here is a spreadsheet, containing the various tables shown in this article.
Notes
Arlington’s zoning map divides the town into a set of districts, and each district has regulations about what kinds of buildings and uses are allowed (or not allowed). The districts mentioned in this article are:
- B1 (Neighborhood Office district)
- B2 (Neighborhood Business distrct)
- B2A (Major Business District)
- B3 (Village Business District)
- B4 (Vehicular-Oriented Business District)
- I (Industrial District)
- R0 (Single-Family, large-lot district)
- R1 (Single-Family Distict)
- R2 (Two-Family District)
- R3 (Three-Family District)
- R4 (Townhouse District)
- R5 (Low-Density Apartment District)
- R6 (Medium-Density Apartment District)
- R7 (High-Density Apartment District)
Arlington’s Zoning Bylaw describes each district in detail (see sections 5.4.2, 5.5.2, and 5.6.2)
A portion of Envision Arlington’s town day booth was designed to spark a community conversation about housing. Envision set up a display with six poster boards, each representing a housing-related topic. Participants were given three dots and asked to place them on the topics they felt were most important. There were also pens and post-it notes on hand to capture additional comments. This post is a summary of the results. You could think of it as a straw-poll or temperature check on the opinions of town day attendees.
Social Justice Issues
Aiming for a diverse population by income and race; and being vigilant about identifying and neutralizing barriers to this goal.

197 dots, plus a post-it note that reads “Increasing housing while preserving open space” (with three dots).
Lifestyle Options
Providing for different lifestyles: empty nesters, single millenials, young parents, families, walkable neighborhoods.

149 dots and four post-it notes:
- No more new 5-story buildings with no setbacks. Ugly. (3 dots)
- Why must we maintain our high carbon footprint with single family homes and cars?
- I want to live in a wofati (eco building) (Woodland Oehler Freak-Cheap Annualized Thermal Intertia). Not so legal, one day the norm. Thank you Arlington.
- Connect to transit. Less single family housing with dedicated parking.
Housing Affordability
Affordable housing from subsidies, from construction of smaller units, or from building more housing to reduce the bidding price on current Arlington homes.

308 dots, with 10 post-it notes
- We don’t need more housing. People need to be able to afford to stay in their homes.
- Get Arlington out from the clutches of real estate lobby. (1 dot)
- Wrong categories. Includes affordable housing and development which displaces low and moderate income housing
- Restrictions on teardowns of small homes
- Keep older apartment buildings. They are cheap and affordable.
- Rent control and oversight. “I can only afford to stay because I live in a place that is not secure and in disrepair.”
- Rent control. Please reinstate so that rent is affordable.
- “Affordable” subsidized housing invades your privacy. Every year need all bank stubs, 401(k), like a criminal.
- Build more housing. Build more duplexes, triplexes, etc. Upzone neighborhoods. More transit corridors. Renew calls for a red line stop. Build up the downtown to encourage more density and housing in the same buildings as businesses. More housing + transit = a better society.
- Protect neighborhoods
This was clearly the topic that drew the most response. Arlington housing is expensive.
Maximizing Flexibility of Home Space
Providing for aging parents or childcare providers with a place in your home or getting help paying the mortgage by having a rentable space.

81 dots, and three post-it notes:
- Change zoning to allow accessory dwelling apartments (aka ADUs, granny flats, in-law apartments) (1 dot)
- Want nearby widowed mom to live in own house.
- Accessible rentals, not up 3 flights of stairs.
Doing more with Existing Resources
Examining current Arlington Housing Authority, Housing Corporation of Arlington, and aging apartment buildings for addressing new housing needs.

143 dots, and five post-it notes:
- Fix transportation infrastructure. Peope can live farther out and still get to work. (4 dots)
- Extend red line to Arlington center and heights. (7 dots)
- None of the above. Keep taxes low. (1 dot)
- Accessible for aging residents. Age in place.
- Do something about empty store fronts.
Setting a ten-year goal for new housing
Determining what Arlington’s housing goals should be, and setting about following through on the necessary zoning and incentives to get what we want.

119 dots, and three sticky notes:
- Why is America low-density? Why is this country slave to the auto? More housing near transit!
- Who is “we”?
- There is too much housing density now. Need business area to attract business.
Observations
As noted earlier, the cost of housing seemed to be the main issue of concern. This is understandable: housing prices in Arlington (and the region in general) have been on an escalator ride up since about 2000 or so. That’s led to our current high cost of housing, and also to a form of gradual gentrification. When housing is more expensive than it was last year, a new resident in town has to make more money (or be willing to spend more on housing) than last year’s new resident.
I see at least two broad responses to this: one is to keep the status quo, perhaps returning to the inexpensive housing of decades past. The other is for more multi-family housing, and more transit-oriented development. It will be interesting to see how these dynamics play out in the future.
There’s also recognition of the importance of older “naturally affordable” apartment buildings. Arlington was very pro-growth in the 1950s and 1960s; that’s fortunate, because it allowed these apartments to be built in the first place. On the downside, we haven’t done a good job of allowing new construction into the pipeline during recent decades. Buildings depreciate, so a new building is worth more than one that’s ten years old, which is worth more than one that’s twenty years old, and so on. At some point, the old apartments are likely to be refurbished/upgraded, and they’ll become more expensive as a result.
This is only the beginning of the conversation, but at least we’re getting it going.
(By Vince Baudoin and James Fleming)
Could Arlington be better using its curb space? Here are some ways the curb can be used to create green infrastructure, promote public safety and accessibility, support sustainable transportation, strengthen business districts, and enable new ‘car-light’ development.
Roughly six inches high and made of concrete or granite, the curb marks the edge of the roadway, channels runoff, protects the sidewalk, and gathers stray leaves. When not assigned any other use, the space in front of the curb it usually serves as free storage for personal automobiles.
Yet the humble curb is a limited resource that can serve the community in many more ways. Have you thought about how your town budgets its curb space? For that matter, has your town thought about how it budgets its curb space?
While Arlington mostly uses its curb space for parking, some areas have other curb uses designed to achieve a specific goal. Consider the streets you use often. Have you seen an unsolved problem, or a missed opportunity, that a different use of the curb could help solve?
Create green infrastructure
The Town has miles of paved roadway. When it rains or snows, water runs into storm drains, carrying salt, oil, and other pollutants with it. The storm drains dump these pollutants directly into long-degraded waterways such as the Mill Brook, Alewife Brook, and the Mystic River. The Public Works department struggles to keep grates clear and drains from overflowing.
One solution: Use the curb for more greenery! The curb can be extended to create a rain garden or tree planting strip. The rain garden helps slow runoff and filter the water before it enters the drain, while trees benefit from additional room for the roots to grow without damaging the sidewalk. A side benefit: narrowing the street encourages drivers to slow down, making neighborhoods safer.

Promote public safety and accessibility
Often, portions of the curb are set aside for public safety purposes. For example, a fire lane provides fire department access to key buildings, such as the high school, shown below. Fire hydrants also enjoy special curb status.

Other times, no-parking zones are established to enhance the free flow of traffic, such as here at Broadway Plaza:

Where pedestrian crosswalks are present, a curb extension is a key safety enhancement. By narrowing the roadway, the curb extension encourages drivers to slow down and look for pedestrians. For pedestrians, it reduces the distance they must cross and prevents cars from parking directly next to the crosswalk and blocking visibility.

Finally, accessible parking spaces can be created along the curb. Arlington has at least 50 designated permit-only on-street parking spaces that provide convenient parking for residents with mobility issues or other disabilities.

Support sustainable transportation
When the curb is mostly used for cars, it is easy to overlook how curbside facilities can enhance other forms of transportation.
In the space of one or two parked cars, this bikeshare station offers space for 11 bikes. However, because it is installed on the roadway, it must be removed every winter so that snow can be cleared. If the curb were extended, the bikeshare station could be used year-round. Another nice feature is bicycle parking: the space to park one car can be used to park six or more bicycles.

A bus stop allows buses to pull to the curb. In some cases, it is appropriate to extend the curb so the bus would stop in the traffic lane; otherwise, it may experience delays when it merges back into traffic.

A bus priority lane provides a dedicated right of way for buses, helping to improve on-time performance. To date, these lanes extend only a few hundred feet into Arlington along Mass Ave. They have proven beneficial in many other communities.

Bike lanes, particularly if they are separated from cars by a physical buffer, greatly enhance the safety and comfort of people traveling on two wheels.
But with a limited roadway width, adding bike lanes is difficult unless the community is flexible enough to consider consolidating curb parking on one side of the street, or moving it to side streets entirely.

Finally, the Town could expand the use of on-street spaces for electric vehicle charging stations, such as this one on Park Ave:

Strengthen business districts
Nowhere is the curb more valuable than in business districts. Businesses thrive when their customers have a convenient way to reach them. Metered parking encourages people to park, do their business, and move along so another patron can take that space. Revenue from parking meters can be spent to improve the business district–for example, by planting flowers and trees.

Metered parking is not the only valuable use of curb space in a business district. Outdoor dining is a way the Town can directly support its restaurants by enabling them to serve additional customers. Here is one example in Arlington Center:

And in Arlington Heights:

Other valuable curb uses in business districts include taxi stands and loading zones. Loading zones in particular are crucial to businesses’ success and help prevent the street from being clogged by early-morning delivery trucks, late-night food-delivery vehicles, and everything in between.
Enable new ‘car-light’ development
With high housing costs and a relatively small commercial tax base, Arlington could benefit from some kinds of development. However, land is valuable and lots are small, so if new buildings are required to have large parking lots, it is very difficult to build new homes and businesses. Plus, large parking lots bring more cars and more traffic. But better curb management can help resolve this dilemma, supporting car-light development that is more sustainable and affordable.
For example, on-street permit parking can enable nearby development with few or no off-street parking spaces. New housing or businesses are a better use of land than parking and will generate more property tax revenue. When parking permits are priced appropriately, they are available to residents who need them but discourage households from adding extra cars they do not need.
Take these hillside houses: access to on-street parking made it possible to build on a steep hillside, where it would have been too expensive and difficult to blast to create off-street parking.

Conclusion
Ask your town leaders if they have a curb management strategy. Is the Town using its limited curb space in support of goals such as green infrastructure, public safety and accessibility, public transportation, local business, and car-light development?


(published June, 2019)
Overview
To solve the extraordinarily large deficit in housing for the greater Boston region, over 180,000 units of new housing should come on line in the next few years. This deficit is the result of a rapid expansion in in-migration due to new job creation, with no commensurate increase in housing production for the people taking those new jobs.
The report concludes that zoning is a primary culprit in restricting the development of an adequate housing supply, creating a “PAPER WALL” keeping out newcomers. The cost of this inadequate supply is a huge demand for housing which, in turn, bids up the price for available housing. The following “culprits” are considered: inadequate land area zoned for multi-family housing; low density zoning; age restrictions and bedroom restrictions; excessive parking requirements; mixed use requirements and approval processes. Alternative zoning models are suggested.
Elements such as “Approval Process”, “Mixed Use”, “Village Centers vs Isolated Parcels” and “Building Up or Building Out” are considered.
Researcher Amy Dain reports on two years of research into the regulations, plans and permits in the 100 cities and towns surrounding Boston. The research was commissioned by the Massachusetts Smart Growth Alliance and funded collaboratively with: Citizens’ Housing and Planning Association, Home Builders & Remodelers Association of Massachusetts, Massachusetts Association of Realtors, Massachusetts Housing Partnership, MassHousing, and Metropolitan Area Planning Council.
For the full report see: https://ma-smartgrowth.org/wp-content/uploads/2019/06/03/FINAL_Multi-Family_Housing_Report.pdf
For a power point slide presentation see: https://ma-smartgrowth.org/wp-content/uploads/2019/06/04/DainZoningMFPresentationShare2019.pdf
For the Executive Summary see: https://equitable-arlington.org/wp-content/uploads/2019/07/June-2019-Multi-Family-Housing-Report_Executive-Summary.pdf
This timely report on the question of affordable housing vs. density comes from the California Dept. of Housing & Community Development and mirrors the situation in the region surrounding Arlington MA.
Housing production has not kept up with job and household growth. The location and type of new housing does not meet the needs of many new house- holds. As a result, only one in five households can afford a typical home, overcrowding doubled in the 1990’s, and too many households pay more than they can afford for their housing.
Myth #1
High-density housing is affordable housing; affordable
housing is high-density housing.
Fact #1
Not all high density housing is affordable to low-income families.
Myth #2
High-density and affordable housing will cause too much traffic.
Fact #2
People who live in affordable housing own fewer cars and
drive less.
Myth #3
High-density development strains public services and
infrastructure.
Fact #3
Compact development offers greater efficiency in use of
public services and infrastructure.
Myth #4
People who live in high-density and affordable housing
won’t fit into my neighborhood.
Fact #4
People who need affordable housing already live and work
in your community.
Myth #5
Affordable housing reduces property values.
Fact #5
No study in California has ever shown that affordable
housing developments reduce property values.
Myth #6
Residents of affordable housing move too often to be stable
community members.
Fact #6
When rents are guaranteed to remain stable, tenants
move less often.
Myth #7
High-density and affordable housing undermine community
character.
Fact #7
New affordable and high-density housing can always be
designed to fit into existing communities.
Myth #8
High-density and affordable housing increase crime.
Fact #8
The design and use of public spaces has a far more
significant affect on crime than density or income levels.
See an example of a “case study” of two affordable housing developments in Irvine CA, San Marcos at 64 units per acre.

San Paulo at 25 units per acre.

Both are designed to blend with nearby homes.
State Senator Cindy F. Friedman has written a letter to Town Meeting Members supporting Warrant Article 12 and a meaningful MBTA Communities Plan. She writes:
We all want Arlington and Massachusetts to remain welcoming, accessible places to live. In addition to our deficit of housing, I recognize the importance of encouraging smaller, more sustainable housing in walkable areas. Arlington’s Warrant Article 12 will provide a meaningful framework for making progress in these areas. The problems we are experiencing now —out of reach housing prices for new construction and existing homes — exacerbate the crisis and are seriously threatening the economic vibrancy of our communities.
To read Friedman’s full letter, click here for the PDF.
The City of Somerville estimates that a 2% real estate transfer fee — with 1% paid by sellers and 1% paid by buyers, and that exempts owner-occupants (defined as persons residing in the property for at least two years) — could generate up to $6 million per year for affordable housing. The hotter the market, and the greater the number of property transactions, the more such a fee would generate.
Other municipalities are also looking at this legislation but need “home rule” permission, one municipality at a time, from the state to enact it locally. Or, alternatively, legislation could be passed at the state level to allow all municipalities to opt into such a program and design their own terms. This would be much like the well regarded Community Preservation Act (CPA) program that provides funds for local governments to do historic preservation, conservation, etc.
This memorandum from the City of Somerville to the legislature provides a great deal of information on the history, background and justification for such legislation.
House bill 1769, filed January, 2019, is an “Act supporting affordable housing with a local option for a fee to be applied to certain real estate transactions“.
COMMENT:
KK: This article suggests Arlington may be likely to pass a real estate transfer tax: https://www.counterpunch.org/2019/12/19/boston-one-step-closer-to-a-luxury-real-estate-transfer-tax/