Source: https://www.scribd.com/document/81208467/FortTotten-Walmart
Timestamp: 2017-02-23 21:46:32
Document Index: 753111680

Matched Legal Cases: ['§ 2301', '§2201', '§ 2301', '§ 2301', '§2101', 'art 6', 'art 6']

BrowseInterestsBiography & MemoirBusiness & LeadershipFiction & LiteraturePolitics & EconomyHealth & WellnessSociety & CultureHappiness & Self-HelpMystery, Thriller & CrimeHistoryYoung AdultBrowse byBooksAudiobooksNews & MagazinesSheet MusicBrowse allUploadSign inJoin��·::·VIA HAND DELIVERY Jennifer Steingasser Ofice of Planning 1100 4th Street, SW Suite E-650 Washington, DC 20024 February 9, 2012 Re: Large Tract Review Application (Square 3748, Lot 52) Dear Ms. Steingasser: John T. Epting jcpting@goulstonstorrs.com 202-721-1108 Tel Jef C. Utz jutZ@gou[stonstorrs.com 202-721-1132 Tel Enclosed please find one original, nine copies, and an electronic version of a large tract review application being filed on behalf of Fort Totten North, LLC, the owner of the above­
referenced property. This application is being submitted pursuant to the Large Tract Review Procedures delineated in Chapter 23 of Title 10 of the Distict of Columbia Municipal Regulations. Included with this submission are the materials required pursuant to 10 DCMR Section 2301.3. Also enclosed, please find labels for the owners of all properties within 200 feet of the Property. We look forward to working with the Ofice of Planning in your review of this application and are happy to answer any questions you may have regarding the enclosed proposal. cc: J aison Weinbaum coulson & blU¡lS ¬ 'l¯¹CS|00¿l 'C||Dl8U0| ! bCS'C| º `· • �×\0|K^ 8c·nq
`ðHV Str�t, |W • >U|\EÛ • W1:MInQJn. ÛLZÛÛUb·1`Û • ¿u`.7¿`.JJ' Tel· 2l2.7211111 F,x • www.qou|sIonsIcrï:.com
Certificate of Service I hereby certify that a copy of the foregoing document was sent to the following addresses on February 9, 2012, by first-class mail or hand delivery: LLLÕL5\JÛóÛ283.i
Jennifer Steingasser (10 copies) Ofce of Planning 1100 4
th Street, SW Suite E-650 Washington, DC 20024 Douglass Sloan, SMD 4B09 313 Nicholson Street, NE Washington, DC 20011 ANC 4B (9 copies) 6856 Easter Avenue, NW #316 Washington, DC 20012 ^ppIicalion IorLargc 1raclKcvicv
Icc-I¯cu|,,sueaa,`
(sqaa:eI¯+·,le|¯¯)
February 2012 LARGE TRACT REVIEW BY THE D.C. OFFICE OF PLANNING APPLICATION OF FORT TOTTEN NORTH, LLC ("Develope . ) STATEMNT IN SUPPORT OF LARGE TRACT REVIEW APPROVAL This Statement and the attachments hereto constitute the Large Tract Review application for construction (the "P Ioject") at the property located at 300-320 Riggs Road, NE (Lot 52, Square 3748) (the "P . ope f ty"). The Property is located in the Fort Toten area of the District and is generally bounded by Riggs Road NE, Chillwn Place, NE. and 3r
d Steet, NE. Since the proposed mixed-use development will contain more than 50,000 square feet of commercial gross floor area and more than three (3) acres, as shown on the plans attached as Exhibit A (the "PlBOS), Large Tract Review ("L TR") is required under 10 DCMR § 2301.3. Consistent with Section 2301.3, this application complies with all of the LTR application requirements by inclusion of the following information: •
A completed certifcation form, in accordance with Section 2301.3(a), is attached as ExhibitB; •
The name, address and signature of all owners, and address of property included in the area to be developed. If there is an agent, the applicant shall provide written authorization and the extent of the agent's authority. Haccordance with Section 2301.3 (b), this information is included on Exhibits B and C. •
A map showing location of the proposed project and the existing zoning of the site, in accordance with Section 2301.3(c), is attached as Exhibit D. •
A statement indicating the contribution of the project toward implementing cit and community goals and policies. In accordance with Section 2301.3( d), this information is discussed in Section III( c) below. •
A statement indicating the relationship of the proposed development to the objectives of the District Elements of the Comprehensive Plan for the National Capital. In accordance with Section 2301.3(e), this information is discussed in Sections III(a) and (b) below. •
A general site and development plan, indicating the proposed use, location, dimensions, number of stories and height of building, in accordance with Section 230l.3(±, is included in the attached Exhibit A. •
A general circulation plan, including the location of vehicular and pedestrian access ways, other public space and the location and number of all off-street parking and loading spaces, loading berths and service delivery spaces, in accordance with Section 230 1.3 (g), is included in the attached Exhibit A. •
A typical floor plan, in accordance with Section 230 1.3(h), is included in the attached Exhibit A. •
A general statement of the approxiate schedule of building construction. In accordance with Section 230l.3(i), this information is discussed in Section II below. •
Vehicular trip generation, trip assigment and before and afer capacity analysis and level of service at critical intersections, in accordance with Section 230l.3G), is included in the attached Exhibit E. I. Description of the Propert and Surrounding Neighborhood The Property, consisting of approximately 4.62 acres or 201,274 square feet of land area, is currently owned by Fort Totten North, LLC. The site is currently vacant. Í was previously iproved with three one-story structures that had a variety of retail and service uses resembling a suburban strip mall, that were recently demolished. The remainder of the Property was a patchwork of parking lots and vehicular access ways between the previously existing buildings. The Property is located at the intersection of South Dakota Avenue and Riggs Road, NE, a prominent intersection in Ward Four. The site is generally bOlmded by 3'
d Street, ` to the west and south; Chillum Place, NE to the north; and Riggs Road, NE to the east. The Property is within walking distance to the Fort Totten Metrorail station. The surrOlmding neighborhood generally is characterized by a variety of uses, including various commercial properties of small scale and residential uses including duplexes and multi-
family housing. To the north, the Property is abutted by residential duplexes; to the west, the Property is abutted by residences, multi-story housing and low scale commercial uses; to the 2 DCDOCS17060203.2 south, the Property is abutted by commercial uses similar to those fo=erly on the Property and industrial uses abutting the train tracks; to the east, the Property is abutted by a vacant parcel, and, fer to the east, by multi-story residential housing and more low-scale commercial buildings. The District Department of Transportation (0001) has spent a great deal of time and money to reconfigure the abutting street network and intersecton. Í. Description ofthe Project Developer plans to develop the Property for an exciting, transit-oriented residential and retail purpose. The Plans for the project are attached as Exhibit A. The entire project will include approximately J¨0 apartment units and approximately 1JÛ,00Û square feet of retail space. The retail will be comprised of multiple neighborhood­
serving retail stores, located at each corer of the Property along Riggs Road, and an urban­
fo=at Walmart with a grocery component as the anchor tenant. The site will include approximately 775 parking spaces' and aple bicycle parking racks for the use of the residents of the apartments and the customers and employees of the retil portion of the Project. As the plans demonstrate, the Property will be constructed with a four (4) story apartment building over a one (1) story retail level. The Project will be four (4) stories from J'¨ Street, NE and five (¨)
stories fom Riggs Road, Ì. The residential component will have two "bars" running parallel to Chillum Place connecting the portions of the structure fonting on J'¯ Steet and Riggs Road, ^1. Two courtyards will be created by the residential stucture and located within the residential component and on top of the retail component. The site will be accessed by four (4) separae driveways - one (1) main entrance for the retail on Riggs Road, Ì, one (I) secondary retail 1 is possible that such figure wil be modified as the Project is frther refined. 3 DCDOCS17060203.2 entrance on 3r
d Street, NE, one (I) entrance for the residents on 3'
d Street, NE, and one (I) entrance for the residents on Chillum Place, Ì.
All loading activity will also be located on the interior of the Proprty to minimize noise, disturbance, or other adverse efects. The residential loading facilities will be located on the west of the Property and will be accessed fom 3r
d Street, NE. The four (4) primary commercial loading berths will be located, interally, at the northwest comer of the Property more than twenty (20) feet below the adjacent o´¯ Street and Chillum Place, NE, elevations, but will be accessed separately from Rggs Road, NE. The commercial loading space will be located behind the retail on Riggs Road, `.
The Property is located in the C-2-A Zone District, as shown on Exhibit D. The Project will consist of one record lot and will be matter-of-right, other than the variance relief previously approved by the Board of Zoning Adjustment fom the residential loading berth size requirement of §2201.1 of the Zoning Regulations under BZA Order Nos. 17600, 17600-A, and 17600-B. As shown on the Zoning Tabulation Chart included as Exhibit Í ad the Plans, the proposed project fully satisfies all other applicable Zoning Regulations for the C-2-A Zone District. The modifed plan for the Property was approved by the District of Columbia Zoning Administator as shown by the determation letter dated October 10, 2011, attached hereto as Exhibit G (with further attachment). The proposed building will be approximately 50 feet in height under the Zoning Regulations. The proposed building will have d| FAR of approximately 2.31 (comprised of 1.9 FAR of residential space and 0.4 FAR of commercial space). The Developer aims to create d|
actve steetscape on Riggs Road, NE with retil use along such fontage. 4 OLOÕLo\`ÛóÛ2ÛJ´
The Project is intended to complement and enhance the appearance and chamcter of the neighborhood - which is comprised of an eclectic mix of uses and designs. The Project will revitalize a fonnerly dilapidated stip center with surface parking into a vibrant and convenient mixed-use project with the majority of parking and loading located below-grade. With one cohesive approach, the Project's highly-diculated farade and detailed design wil energize the neighborhood and signal a new vitality at the Property. By focusing on the design and replacing a largely under-utilized lot, the Project will displace the sense of disinvestment that the Property currently creates. The Project will be a key investment at a prominent corer location wmch will stimulate and compliment other invesUent in the neighborhood. The Developer will construct the Project in one phase and it anticipates breaking ground on the project in the tmrd quarter of 7ÛJ7 and completing construction 7¬ to óÛ months thereafter. III. Relationship of Project to Comprehensive Plan' a. Future Land Use Map and Zoning The Comprehensive Plan's Future Land Use Map places the Property and the inunediate area of the Project in the Moderate Density Commercial land use category, as shown on Exmbit H. Shopping and service areas that are somewhat more intense in scale and character than low­
density commercial areas are the predominant uses in this land use category. Buildings in this land use category are larger and/or taller than those in low density commercial areas, but generally do not exceed fve (5) stories. Areas with this land use designation range fom small business districts that draw p!imarily fom the surrounding neighborhoods to larger business district uses that draw fom a broader market area. The Project has been designed in accordance Z
Psrequired by 10 DCMR § 2301.3(e). '
LLLLC5\10ó020J,2
with the Future Land Use Map and pursuant to the development parameters for this Zone District. The areas surrounding the Property include Moderate Density Commercial (to the east), Low Density Residential (to the north and west), and Production and Technical Employment (to the south). The Property is also designated as a Neighborhood Commercial Center on the Comprehensive Plan Generalized Policy Map, U shown on Exhibit H. These centers are intended to meet the day-to-day needs of residents and workers in the adjacent neighborhoods. The Project will achieve this objective by ofering both retail and residential options that are not currently available in this community. b. Satisfaction of Citide Elements of the Comprehensive Plan The Project will directly promote all of the citywide elements of the Comprehensive Plan as described below. 1. Land Use Element The Project is m accordance with numerous elements of the Land Use Element of the Comprehensive Plan. By filling a currently vacant site with new retail and residential uses, the Project is consistent with Policy LU-1.2.2 (Mix of Uses on Large Sites) since it ensures that te mix of new uses on the Property "is compatible with adjacent uses and provides benefits to surrounding neighborhoods and the city U a whole". By creating significant retail oferings on te Property, the Project will provide beneficial use to the neighborhood and Cit U a whole. Furter, the surrouncg neighborhood is largely devoid of shopping opportunities, particularly grocery stores, so the Project will address such need. 6 DOCS\7060203.2 The Project also complies with the principles put forth in the Land Use Element regarding land management aronnd Metro stations which include "a preference for mixed residential and commercial uses rather than single purpose uses, particularly a preference for housing above gronnd fl oor retail uses" and "A priority on attractive, pedestrian-fiendly design and a de-emphasis on auto-oriented uses and surface parking". The Project achieves both of these principles by placing residential uses above gronnd fl oor retail uses and emphasizing the pedestrian experience along the rejuvenated Riggs Road frontage. Additionally, all parking is provided either below grade or in a structured parking garage. 1. Section LU-1.3: Transit-Oriented and Corridor Development The addition of a significant amonnt of new retail space U addition to a sizable residential component - on currently-vacant land within one-half of a mile of a Metorail station entrance promotes the District's goal of transit-oriented development by capitalizing on and making better use of the investents made in the Metrorail system. Ìparticular, it is consistent with the goal articulated i Policy LU-1.3.1 which states that the Distict is to: Encourage the development of Metro stations as anchors for economic and civic development in locations that currently lack adequate neighborhood shopping opportnities and employment. The establishment and growth of mixed use centers at Metrorail stations should be supported as a way to reduce automobile congestion, improve air quality, increase jobs, provide a range of retail goods and services, reduce reliance on the automobile, enhance neighborhood stability, create a stronger sense of place, provide civic gathering places, and capitalize on the development and public transportation opportunities which the stations provide. Further, the Project is consistent with Policy LU-1.3.2 of "[c]oncentrat[ing] redevelopment eforts aronnd those Metrorail station[ s] ... with weak market demand, or with large amonnts of vacant or poorly-utilized land in the vicinity of the station entrance." The Fort Totten Metrorail Station, with its relatively low utilization, is one such station. As mentioned 7 DCDOCS\ 7060203.2 above, the area around the Fort Totten Metrorail Station has been long underserved by retail oferings. The Project takes an important step to address such glaring needs of the conununity. The Project will also be a well-designed undertaking that will implement Policy LU-1.3.4 (Design to Encourage Transit Use). By increasing the waikability of the neighborhood and upgrading the pedestia experience along Riggs Road, NE, the Project will better connect the surrounding neighborhood to the north to the Metrorail Station to the south. A secondary residential lobby located at the comer closest to the Metro Station will also encourage residents to use public transportation. Such Policy also mentions the discouragement of "suburban building forms, such as shopping centers surrounded by surface parking lots". It should be noted that the Project is replacing the previous use of a strip mall surrounded by surface parking lots, precisely in accordance with this Policy. Further, Section LU-l.3.S is also achieved as the Project has been designed u respect the character and integrity of the adjacent neighborhood. The Project is thoughtflly designed to integrate into the surrounding neighborhood. It will utilize the topography to blend into the slope of the land and not overpower the adjacent single family homes. The Developer also took special care to achieve Policy LU-1.3.6 (Parking Near Metro Stations) since it has creatively deemphasized the parking lots and accentuated the pedestian steetscape at the Property, including settng the parking under the retail (and behind it on the north comer of the Project) and partially placing it into the lot's slope. ii. Section LU-l.4: Neighborhood Infill Development The Project's development of a vacant lot conforms wit the goal of "[e]ncourag[ing] infill development on vacant land within the city, particulaly m areas where there are vacant lots that create 'gaps' i the urban fabric and detact fom the character of a commercial or residential 8
DCDOCS\7060203.2 street" while remai g "compatible in scale with its surroundings." It will bring a vibrant use to a large vacant parcel in the Fort Totten neighborhood - i a part of the Distict long overlooked for such investments. Currently, the Property is a gap in the urban fabric that detracts fom the character of the surrounding area. The Project will both improve the physical character of the site and help make the neighborhood safer and more attractive, i conormance with Policy LU­
IA.I. As mentioned above, the Project is creatively designed to integrate with the scale of the surrounding neighborhoods. iii. Section LU-2A: Developing Nodes The Project aims to be a pedestrian-fiendly "node" of commercial development at a key location along the South Dakota Avenue, NE corridor, in compliance with Policy LU-2A.5. It will deliver an active streetscape and use mix that will jumpstart civic life in a new way for this neighborhood. As discussed, the design of the Project - to be appropriate and compatible with the surrounding area - is in compliance with Policy LU-2A.6. Z. ÅtaHSgut¡a¡ÍuHIÍcmcn¡
The Project is in accordance with nUmerous elements of te Transportation Element of the Comprehensive Plan. First, the Project is a good example of transit-oriented development, in accordance with Policy T-1.1.4 (Transit-Oriented Development) since it makes a signifcant investment in pedestrian-oriented transportation improvements near a Metro station. Further, the Project achieves Policy T-1.2.3 (Discouraging Auto-Oriented Uses) by situating retail in a manner that is easily accessible by pedestrians from an activated streetscape near a Meto station. This compares favorably to the Property's previous coniguration of inefcient commercial buildings surrounded by a sea of surface parking lots. Additional y, a residential lobby oriented toward the 9
DCDOCS\70602032 Metrorail Station encourages renters to use public transportation. As a result of the eficient site desig, the Developer has minimized curb cuts and multiple vehicle access points that would interrupt the sidewalk and reduce pedestrian safety, in accordance with Policy T-1.2.3, yet has maximized access to the site for residents, visitors, customers, employees, and suppliers. By improving the pedestrian experience, the Project is in accordance with Policy T-2.4.1 (Pedestrian Network); and by improving the safety and security for the pedestrian, the Project is in accordance with Policy T-2.4.2 (Pedestrian Safety). ó. Honsing Element The Project is in accordance with numerous elements of the Housing Element of the Comprehensive Plan. Clearly, the Project is ì accordance with the overarching goal of Section H-1.1 of expanding the District's housing supply. In Section H-l.l, the Comprehensive Plan states that the Housing Element's goal is: the production of housing is essential to the fture of our neighborhoods. It is also a key to improving the city's fiscal health. The District will work to facilitate housing construction and rehabilitation through its plannng, building, and housing programs, recognizing and responding to the needs of all segments of the community. Policy H-l.l.1 (Private Sector Support) enacts such goal as it states that the District should "[ e ]ncourage the private sector to provide new housing to meet the needs of present and future District residents at locations consistent with Distict land use policies and objectives." The Project achieves that Policy, in combination with Policy H-1.1.3 (Balanced Growth) which encourages "the development of new housing on ... underutilized land in all parts of the city ... including [addressing] the need for higher density housing" since the Property is currently vacant (and was previously an ineficient strip shopping mall surrounded by a sea of parking lots) and will be comprised of higher density housing. 10
ULULLö\70ó0Z03.2
The Project also achieves Policy 1- l+1&+ (Mixed Use Development) which stipulates that the District should "[pJromote mixed use development, IncludIng housing, on coUerciaIly zoned land, particularly in neighborhood commercial centers and around appropriate Metorail stations." Ï is unique for the surrounding community that the Project will include both the signficant residential component described herein and a highly sought-afer retail component for this underutilized site. 4. Envionmental Element The Project is i accordance with nwnerous elements of the Environmental Element of the Comprehensive Plan. Specifically, the Project is in accordance with Policy E-1.J.3 (Landscaping), which requires that landscaping is used "to beautif the city, enhance streets and public spaces, reduce storwater runof, and create a stronger sense of character and identity". The Project will surround the Property with û lûyer of landscaping which will both beautif the streetscape and help to reduce storwater runof. Further, the Project will provide a great deal of new housing and retail space near a Metro stop without removing ay environmentally sensitive areas or open space. While the Project will not have a green roof, the Proj ect will incJude two signifcantly sized courtyards and is predominantly surrounded by green space consistent with Policy E-3. 1.2 (Usig Landscaping and Green Roofs to Reduce Runofl, which requires the promotion of "tree plµtig and landscaping to reduce storwater runof .... " By stacking its parking, the Project also reduces the extent of the paved impervious area that would otherwise contribute to the fWl0f problems in the Washington area. As discussed below, the Project will install modem storm water management systems, including storwater retention facilities. Qaddition, the Project will also comply with the District's Green Building Act. 11
!L!!!5'70ô0`0J`
D. Economic Development Element The Project is in accordance with numerous elements of the Economic Development Element of the Comprehensive Plan. Currently, the site is vacant (and was previously comprised of underutilized and low­
slung buildings surrounded by a sea of inefficient parking lots). The proposed development will contribute favorably to the quantity and quality of employment opportnities in the Distict by adding a signifcant number of new jobs - both permanent jobs and construction-related jobs -
on a currently unutilized property. Further, the expected retail gross sales will generate signifcant tax revenues on an annual basis. In all, the retail will transfor a site that is not currently harvesting revenues for the Distict into a project that generates significant new revenues for the District and provides numerous employment opportunities for area residents. Furthermore, the addition of new commercial space will help meet the curent demand for retail offerings. As mentioned above, the retail will include an urban-format Walmart at the heart of the site, but also multiple neighborhood-serving retailers - at the comer of Riggs and ó¯ Street and Riggs and Chllum. The proposed commercial use is permitted as a matter of right in the C-
2-A District. The Project will be in accordance with Policies ED-2.2.1 (Expanding the Retail Sector) and ED-2.2.7 (plannng for Retail) since it will deliver a greater amount of improved retail options and allow the Distict to more "flly capitalize on the spending power of residents, workers and visitors, and that will meet the retail needs of underserved areas." Further, the Project will achieve Policy ED-2.2.3 (Neighborhood Shopping) by "creat[ingJ additional shopping opportunities in one of Washington's neighborhood commercial districts to better meet the demand for basic goods and services" on an underutilized site. The delivery of a significant I2
OLOOLb\7ÛoÛZÛJ´
retail component, including a grocery store, is in accordance with Policy ED-2.2.6 (Grocery Stores and Supermarkets). There is not currently a grocery store in the vicinty of the Project. In fact, there is very little retail in the Property's environs. The surrounding area is not only a "food desert" but it is a retail desert. Therefore, the Project is also in compliance with Policy ED-3.l.l (Neighborhood Commercial Vitality) since it will "[p Jromote the vitality and diversity of Washington's neighborhood commercial areas by ... attractig new busiesses and improv[ e J the mix of goods and services available to residents." The Project will allow for retail sales that are otherwise being lost to surrounding jurisdictions to take place within the Distict of Columbia. As described in Section 708.4 of the Economic Development Element, retail sales are essential to the District's finances. Under such section, retail floor space generates more tax revenue for the City than a comparable amount of housing or ofice space. That Section states that "[ c Jombining retail and residential uses allows the District to capture sales taxes, income taxes, and property taxes, while also reducing retail 'leakage' and providing housing for the local workforce." b. Urban Desig Element The Project achieves a great deal of the Urban Desig Element's policies and goals. Ï
will iprove a vacant propert within a neglected area of the District through the construction of a high-quality mixed use building, thus achieving Policy U-1.1.1 (ational Image). As described above, the Project will be thoughtflly designed so that it complements the existing neighborhood context, yet strengthens the visual qualities of its surroundigs, in compliance with Policy U-2.2.1 (eighborhood Character and Identity). The builcing will be articulated to break down its mass to better relate to the surrounding apartments and single family homes. Similarly, the Project "avoid[ s J overpowering contrasts of scale, height and 13 DCDOCS\7060203.2 density", in compliance with Policy UD-2.2.7 (Infill Development), smce it exploits the topography of the Property to bury much of the proposed building. The Project's height is in compliance with the underlying zoning's maxium allowable height of 50 feet. The Project's approach to parking is also in accordance with the Urban Design Element's policies. Specifcally, the design of the Project's parking to be integrated into, under and behind the building complies with Policy UD-2.2.1 0 (Surface Parking). The Project allows the pedestrian to be the primary actor interfacing with the storefronts and facades of the building since the parking is removed fom the streetscape. By so minimizing the visual prominence of the parking structures, the Project is in accordance with Polcy UD-2.2.11 (Parking Stuctres) as well. In a related vein, the Developer focused on creating an active pedestrian experience along Riggs Road, `. This streetscape will be lined with conuercial store fontage and enhanced with significant public space improvements including landscaping, hardscaping, tree boxes, lighting, public ftre and other siilar public amenities. The Project will avoid windowless facades along Riggs Road, NE. At the same time, the Project will also minimize the amount of curb cuts and driveways. As a result, the Project is in compliance with a geat deal of the Urban Design Element's policies, including: Policy UD-3.1.1 (Improving Streetscape Design), Policy UD-3.1.2 (Management of Sidewalk Space), Policy UD-3. 1 .3 (Streetscape Design and Street Function), Policy UD-3.1.7 (Improving the Steet Environment), and Policy UD-3.1.8 (Neighborhood Public Space). 14 DCDOCS\7060203.2 c. Contribution of Project to Cit and Communit Goals and Policies' The Property is located in Rock Creek East Planning Area and the Fort Totten Meto Station Area Policy Focus Areas. The Project satisfies the goals and policies of those specific areas of the Distict as described below. i. Section RCE-l.l: Guiding Growth and Neighborhood Conservation By creating a high-quality new retail and residential project at the Fort Totten MetroraiJ station, the Project is consistent with Policy RCE-1. 1. l 's goal of "Conservation of Low Density Neighborhoods". The Project will maintain, conserve, and enhance the attactive, stable neighborhoods of the Rock Creek East Planning Area. As reuire Mder this Policy, the Project's "new development . . . [is] attactively designed and [contibutes] to the community's positive physical identity. " The Project will promote and ensure good quality neighborhoods by increasing housing and retail opportunities. Further, the Project will help attract residents by providing a variety of housing options to current and potential residents of the District while simultaneously improving te aesthetics of its location. Similarly, the Project satisfies Policy RCE-1.1.2 of "Design Compatbility" since the Project's design respects the scale and densities of adjacent properties, avoids sharp contrasts in height and mass. and maintains and enhances the residential neighborhood around the Fort Totten area. Clearly, the addition of a significant retail component to the Project achieves Policy RCE-1.1. 4's focus on enhancing "Neighborhood Shopping Areas". Under that policy, the Comprehensive Plan encourages the development of multi-use neighborhood shopping and services in areas designated for commercial uses on the Future Land Use Map, such d the As required by 10 DCM § 2301.3(d) Jå
lClLCS\ 7ÛôÛZÛJ.2
Moderate Density Commercial designation of the Property. The Project will create an important retail node for the community, with an urban-format Walmart and flaking neighborhood-
serving retail, and an active streetscape that will stimulate civic activity and engagement. By including a residential component, the Project meets Policy RCE-I.I.6' s focus on the "Development of New Housing". That policy encourages the development of housing choices in the Rock Creek East Planning Area. ii. Policy UNE-2.7.1: Policy Focus Areas: Fort Totten Metro Station Area' As a development on land that is underutilized and close to the Fort Totten Metorail çtatioQ, the Project is consistent wt Policy U-2. ¯.1¸ which encourages the reuse of "underutilized property in the immediate vicinity of the Fort Totten Metrorail station." The Comprehensive Plan envisions that area as "a 'transit village' combining medium-density housing, ground floor retail, local-serving ofce space, new parkland and civic uses, and structured parking." Clearly the Project includes a great deal of such preferred uses, and would have the effect of bringing more such uses to the neighborhood and creating such a self-
sustaining "tansit village". Further, the Project will achieve Policy UNE-2.7.2 (Trafic Patters and Pedestrian Safety), which aims to improve pedestrian access to the Fort Totten Metrorail Station, with a patiicular emphasis on pedestian and vehicle safety improvements at the South DakotaJiggs intersection. Clearly the Project wll assist to ceate both a more active, and a safer pedestrian experience on Riggs Road, which will assist pedestians to tavel fom the residential areas to the north and northeast of the Property to the Metorail station for the portion of the sidewalks adjacent to the site. Note that the Fort Totten Metro Station Area, as defined in the Comprehensive Plan, ]siported from the Upper Northeast Area Element. Ib
ILL5\70b020ó.2
IV. Environmental, Trafc and Neighborhood Impacts a. Environmental Impact The Project will not create any adverse enviro=ental impacts on the Property, or the adjacent properties and surrounding neighborhood. The Project replaces the previous network of impervious surface parking lots with a sustainability-oriented project design and inastucture. As part of such updating to the site's infastructure, the Project will install moder storwater management and drainage systems including storwater retention facilities. Given the size of the site, this will be a significant improvement for the water quality of the District of Columbia. There are existing sanitary sewer, potable water, and storm sewer lines on all steets adjacent to the site. Therefore, it avoids unnecessary public costs such as new services or facilities that would otherwise be required from public agencies. b. Trafc Impact The Project will not have an adverse impact on traffic patters in the surrounding neighborhood. The Developer retained Wells ò Associates, Inc., to perform a Transportation Impact Study for the Project, attached hereto as Exhibit E. The Transportation Ipact Study concludes that the Project will not have an adverse efect on the surrounding street network. The Developer will utilize the Transportation Impact Study to ensure that the Project does not create taffc problems and that all trafc generated by the site will be adequately accommodated. The Project wil satisf the requirements for off-street parking spaces required by the Zoning Regulations. The Project will include approximately 775 parking spaces 400 of such spaces will be located undereath the retail component and 375 of such spaces will be located in a three-level structured parkg garage on the north portion of the Property. The parking spaces serving the retail and residential components of the Project will be separately accessed. Pursuant J7
1L\7ÛôÛZÛJ.Z
to §2101.1, the Zoning Regulations only reqUIre one (I) parking space for every two (2) apartments, and one (1) parking space for every 300 square feet of retail area beyond the Ltial 3,000 square feet of such use. The resulting parking requirement is approximately 595 parking spaces. Therefore, the Project will provide adequate parking to meet the needs of the residents and retail customers and will not create any adverse parking impact on the surrounding area. Loading has been designed to mze conflicts between loading vehicles and pedestrians and passenger vehicles. It has aso been designed to separate the commercial loading fom the residential loading areas. Primary loading for the commercial space will be to the northwest portion of the Property and accessed fom Riggs Road, ^, The Developer will provide three (3) 72 foot loading berths, one (1) 30 foot loading space, and one (1) 30 foot delivery space to service such retail space. The Developer will provide one (1) 30 foot residential loading berth. Such location of the loading facilities will have the same efect in minimizing disturbance on neighboring parcels - particularly the covered and interal loading for the commercial component. The project will not have an adverse impact on tafic patters surrounding the neighborhood with the implementation of a Transportation Management Plan, as described in Exibit E. The increase in the retail use will be served with the proposed tansportation infrastructure plan that includes the existing roadway network, which is currently being upgraded, and nearby mass transit, including the Fort Totten Metrorail station. c. Neighborhood Impacts The increased availability of residential units created by this project will benefit the neighborhood by increasing housing options at this well-located site. The Project will add attractive units to the neigborhood while at the same time expanding the tax base by bringing 1ó
OCOCLJÛò0203.2
residents to the District of Columbia, ad to Ward 4 in particular. Furter, the neighborhood wll beneft fom signifcantly greater shopping options once the Project is constructed. The immediate vicinity will be transfOfed fom a "food desert" to a vibrant neighborhood anchored by the mixed use node created by the Project. The Proj ect has been designed to minimize any detrimental impacts that may arise fom the daily retail operations. In addition to the environmental and traffic considerations described above, the proposed Project will not have a negative noise impact on the community. The trash will be placed in enclosed receptacles to address odors. Any noise fom emptying the trash bins wiIl be mitigated by their location in the interior of the site. It should be noted that many of te products and services that the retail component will provide are currently flflled by retailers in Marylad and Virginia, which represent a lost opportunity for the Distict. The introduction of the retail space will bring with it convenience for Distict residents, employment opportunities, and increased sales L revenues for the District. It will also consolidate a number of trips currently made by residents ad shorten the distance they currently drive to the suburbs, both of which are environmental benefits of the Project. The building will meet or exceed the stadards set forth in the District of Columbia Fire Code, minimizing the burden on the District of Columbia Fire Department in the case of d
emergency. Ths Project will improve the safety of the community by redeveloping a vacant site with an active, vibrant use. The Developer has attended a senes of meetings willi the community, including lle Lamond-Riggs Citizens Association, and plU to attend meetings with ANC 4B and other interested community members regarding the Project during this process. iV
LCLLCS\JÛôÛZÛJ.Z
V. Relationship of Project to Rig Road and South Dakota Area Development Plan The Riggs Road and South Dakota Avenue Area Development Plan ("ADP") proposes four major project visions. Those include (1) establishing a dynamic neighborhood center at Riggs Road and South Dakota Avenue that enhances communty character and reactivates the street; (2) attracting development that serves all generations; (3) connecting, activating, and creatig new open spaces; and (4) promoting safe access and circulation throughout the neighborhood. The Project accomplishes each of these visions. a. Dynamic Neighborhood Center to Enhance Communit Character and Reactivate the Street The ADP addresses the importance of creating a dynaic neighborhood at Riggs Road ad South Dakota Avenue through reinorcing the intersection' s four comers with street activated retail uses. The Project acheves the goal of providing street activated retail uses by introducing street-facing retail into the ground floor of the Project. The Project simultaneously encourages aesthetically consistent development that is compatible i scale and character with the ADP's concepts and plans for the adjacent comers. Based on both the short term and long term redevelopment designs of the intersection provided i Figure 5.5 of the ADP, te masing ad scale of the proposed Project will blend in similar scale and aesthetic. The ADP further recommends itoducing medium density residential and commercial uses or medium mixed uses at opportuty sites. As ths site is located at the major itersection that is the focus of the ADP study, te Property' s site is certainly an opportunity site. The transition fom vacant land, as it stands today, to an active mxed use development, is directly i lie with the proposal and vision of the ADP. The ADP recommends mixed use developments at every opportunity site surrounding the Property. 20 DCDOCSI7060203.2 b. Attracting Development that Serves aU Generations The Proj ect introduces new retail and residences in the neighborhood that will produce more livable spaces that can help produce a lively and uulti-generational neighborhood. The Project site is currently vacant and therefore presents an opportunity to improve the use of the location in order to serve all components of the community. The Project will increase the quantity and quality of employment opportunties. The Project will ensure the economic development of the neighborhood, which will benefit all generations within the area. Furthermore, the retail will enable easier access to meet the basic needs of people who live µ the surrounding area. The Project will also allow the neighborhood to be better positioned to foster developments that will serve all generations. c. Connectin Activatin and Creating new Open Spaces The ADP states that its goal for fture developments is to create a visually strong comer with an aesthetically unifed massing and street-facing retail around the intersection. The Project is designed to enhance the appearance and the character of the neighborhood, which is comprised of an eclectic mix of uses and designs. The Proj ect intoduces a visual identity into the site to help produce a continuity of interesting store fonts and streetscape elements. According to the ADP, the Project's form of design encourages safe, accessible, and multifwlctional spaces. The Project will update formerly non-descript and ineficient commercial buildings with one cohesive and vibrant design. The Project introduces extensive pedestrian access with a welcoming and vibrant steetscape. The Project will meet the goal of the ADP by increasing the network of area's pedestrian footpaths, whch will improve the walkability of the neighborhood. The ADP focuses on fostering tansit oriented development which is achieved by the Project by better connecting the Propety to the network offootpaths surrounding the Property. ZJ
11L7ÛôÛ2ÛJ.2
The ADP explains that residential and commercial/retail land uses ofen hannoniously coexist, and can provide convenient access to everyday resources within local neighborhoods. It continues to explain that this form of development is most successfl when located within walking distance of patrons and to avoid creating excess trafc, congestion, or noise. In a related vein, the Project introduces a significant amount of new housing and retail space near a Metro stop without removing any usable open space in the area. d. Promoting Safe Access and Circulation Throughout the Neighborhood In addition, the Project will replace the pockets of vacant property, to produce a more cohesive neighborhood surrounding the intersection to build a positive visual character. The current condition of the Property contributes to a general feeling of neglect. According 1 the AP, te more well maintained an area, the less tolerance for disorder. As such, by intoducing a vibrant, active, well maintained, and accessible development, the safety ad order of the neighborhood will be preserved and enhanced. Fuhermore, the Project introduces residential and retail opportunities without encouraging frther street parking that leads to congestion. To address these issues, the ADP encourages underground parking to reduce the volume of parking structures in the project area. The Project introduces approximately 775 pakig spots onto the site. Furthermore, with the intoduction of the new retail uses, the neighborho\d residents will be able to reduce dependence on vehicles and access more of their daily needs within a walkable proximity. VI. List of Exhibits A. Site, Building, and Zoning Plans; Elevations B. Application Form C. Authoriation Letter D. Excerpt of Zoning Map ÏLÏ\LS\!Üb0703´
E. Transportation Impact Study F. Zoning Tabulation Chart G. Zoning Administrator Determination Letter, with attachment H. Comprehensive Plan Maps ÌN. Conclusion For the reasons stated herein the Property and the proposed Project meet the requirements for obtaining Large Tract Review approval. Please feel fee to call us at 202-721 -
1 108 or 202-721- 1 1 32, wit questions or requests for additional information. Åmyou. DCDOCS\7060203.2 Respectfully Submitted, GOULSTON òSTORRS, P. c. I:
ing I:
J 7 Ut 23
Í?ÍÍÜÍÅ P
|LH¯¯L¯¯LN ÛLUPHL
L/¬'c1¬/'1 ¬cV' cW¯/'º/'c
PERSPECTIVE Vle: INTERSECTION OF RIGGS ROAD, NE & 3RD STREE NE ¯c¬¬O/¬Yd, zd! z
PROJECT TEA: DEVELOPER/OWNER FORT TOITEN NORTH, LLC
ARCHITECT HI CKOK COLE ARCHITECTS 1023 31 st STREET, NW WASHINGTON, DC 20007 202.667 9776 STRUCTURAL ENGI NEER STRUCTURA 401 N. WASHINGTON STREET SUITE 900 ROCKVILLE, MD 20850 301. 987 9234
DRAWING UST:
A-i VI CI NITY MAPS A-2 ZONI NG ANALYSI S A-3 SITE/CI RCULTI ON PLAN A-4 BELOW GRADE PARKI NG PLN A-5 RETAI L (GROUND) LEVEL PLN A-6 MEZZANI NE LEVEL PLN A-7 i ST FLOOR RESI DENTIAL PLN A-8 2ND FLOOR RESI DENTIAL PLN A-9 3RD FLOOR RESI DENTIAL PLN A- 1 0 4TH FL00R RESI DENTIAL PLAN A-i 1 BUI LDI NG SECTI ONS MEP ENGI NEER GI RARD ENGI NEERI NG, PC
7600 LEESBURG PIKE WEST BLDG. , SUITE 310 FALLS CHURCH, VA22043
703.442.8787 CI VI L ENGI NEER JOHNSON BERNAT ASSOCIATES, I NC. 1 395 PICCARD DRIVE, SUITE 350 ROCKVILLE, MD 20850 301 .963 1 1 33 LANDSCAPE ARCHI TECT PARKER RODRIGUEZ 1 01 N. UNION STREET. SUI TE 320
ALEXANDRIA, VA 22314 703.548 5010 A- i 2 BUI LDI NG ELEVATI ONS, 3RD STREET & CHI LLUM PLACE A- 1 3 PERSPECTIVE, I NTERSECTI ON OF RI GGS RD. AND 3RD S1, NE A- 1 4 PERSPECTIVE, 3rd STREET RESI DENTIAL ENTRY COURT I\EI GHBORHOOD MAP VI CI NI T N/¬c
Fort Totten Square Washington, OL
Client Fort Totten North, LLL
|HLJLL¯Ü|¯c.
¿LNC L·¿P
Project Phase Large Tract Review BT'�l ltC
| ,· ·t=|¤·
¯° ' f
. |·i·!ÍI
\·� P·. m
CI T MAP Scale N/A - f×
� �j-
L tf´t
Date | ' '· �
]n¡|crbINc
¬·;= · | |.
u|- | ; • _¯
February Û, ZÛJ Z
ÞA, ·" - •
Þ | P :11. ~ ~ ' H
+«| · et¡ ¹ !�||
A- 1 C
Alodll� ×
Lot{s):
Lo1 Occupancy Rear Yard
Parking Req's
Retail 1 (Anchor)
Retail 2 (í!N)
Res. Loading
loadinBerth
Retail loading
Delivery Spac
Retail (1 & 2) (Long-Ierm)
Retail (1 & 2) (Short-term)
Residental (long-term)
Residential (Short-term)
ZONI NG /`/L`c| c
Project Client |C|l1CIIen Squa|e
Wa8h|nQICn, OL
|C|I1oIIen No|Ih, LLL
201 ,274 SF Zone: C·2-A
SO'-O"
Residential . 2.5 Commercial = 1. 5 JOJPL =2.5 100A Commercial
60% Residental
ceptin cerlotrulot measure fromcenterline
of stret abutting lot
(none required}
(+3,OOOsf) 1 per 300sf
1 per 300sf
1 per2 uni!s (appro)( 350 Units)
1 @55fdep
1 @200sf
1 @20' deep
[GenemlRetail >!00k Sí}
1 @30 f/ 2 @55 f 1 @ 100sf / 2 @200sf
1 @ 20' deep
1 per 1 0,000 GSF 1 per 2,500 G$F 1 per 3,000 GSF 1 pr 20,000GSF Project Phase La|Qe1|aCl H8view
774.11 775+5
REQUIRED/MAXIMIN:
Res. ¯ 503,188 FARSF (2.5)
Comm. * 301,9!3FAR SF (!. 5]
M= 503,188 FARSF (2.5)
1 00% Commercial
{measured fro3rd Street
390 spaces (approx)
30 spaces (approx)
Subtotal = 420 spaces (approx)
175 spaces (approx)
1 @55 f dep
1 @ 30 f/ 2 @55 fl 1 @ 100sf / 2 @200sf
13 spaces (approx)
52 spaces (approx)
Subtotal - 65 spaces (approx)
1 1 5 spaces (approx)
17 spaces(approx)
Subtotal - 1 32 spaces (approx)
Scale N}A
PROPOSED: RETAIL VARIANCE/Sp. Ex_ ¡
PROPOSED: RESIDENTIAL VARIANCE/Sp. Ex.
22'-6" no 50'-0" no
0.41 no 1.90 no
P1 = 0 FAR SF M (RES) " 21,099 FARSF GROUND " 82,014 FARSF R1 * 107,ü85 FARSF M (RETAIL) = 0 FAHSF R2 ¯ 83,329 FARSF R3 " 86,356 FARSF R4 * 84,561 FAR SF TOTAL . 82,014 FAR SF TOTAL - 382,430 FAR SF GRAND TOTAL "484,444 FAR SF TOTAL SITE FAR¯ 2×31
90.7% no NA
- NA 57.10% no
15'0' no 15'·0" no
(measurfom3rd Steet (measured from 3m Street
centerlin) �nterUne)
0' no 0' no
400 spaces (approx) no NA N
50 spaces (approx) no NA NA
Subtotal ¯ 450 spaces (approx) no NA NA
NA NA 325 spaces (approx) no
NA NA 1 @3O f YES
NA NA 1 @200sf no
NA NA 1 @20' deep no
2 @30 f / 3 @SS ft no NA NA
2 @100sf/ 3 @2oosf no 1 NA N
1 @20' deep no NA NA 65 spaces (approx) no NA NA
NA NA 132 spaces (approx) no
Date |eO|ua|y Û, 201 2 A-2 ¯`
R|GG5RU/0
~¬ ¬~¯~~+¯�¯
TE / j��� _�===¬¬¯
Project |C|l1ClIen Squa|e
WaSh|nQICn, DC Client |C|l 1CI|enNC!1h, LLC
Project Phase La|Qe1|aCI Heview
9|00S90A0A00LSS
�+A9 AM0|0A0|M0
Date !OR!ÞL
(For i l l ustrative purposes only) |eO|ua|y8, 201 2 A-3 ¦OTAL FA�ó|dG
- -- -�����
g ! Ì
& ¿ g ¬ | ¸ ¸ _ * ¬¬ ~ ¬~ ~ .¡ _ __ _
== � ~
, _ g ¡ . �~ ¯ � ¡
_ ��¸ . - · ¬ ¯ |¯ ¬ ¬|· ~ | ~ ¸ | ` ¯ 1 ¯ ¯' ¸ ¸ ¸¸ . ~, ¯ . � ¯ ¡ ¬¬ . _**
^ ¯ ¯ ¨ = »^ ¯ � g , ¬.
¬ ¬ ¡ j
' _ |
, ¯ ¯ ´¯ ¯ J ¸ | ¨¯¬·¯ ¯ ¯´` | _
.¸ _ ~ �¬ �
´ ª ¯¯
. ¨~ * ¿ � � � � � � � ¸ ¸ �
� � ¸ ¸ � ¸ ¡ ¸ ¸ ¸ BELOW GRADE PARKI NG ¬|`
(For i l l ustrative purposes only) Project
|C|I1CIIen SÇua|e
WaShinQICn, OL
Client |C|I 1CII80 NC|Ih, LLL
Project Phase La(ge1|aCI Hev|ew
Scale NlA
Date |eO|ua|y8, 201 2 A-4 _ . ¸ ¸
RETAI L (GROUND) LEVEL ¬L`
|CH¯C!|eD ÛÇuð|e
Wð8h|nQ!Cn, OL
Client |Cr!¯C!|en NC|Ih, LLL
/N`d0³
³c]/ .
, Lð|Qe¯|ðC! Hev|ew
l . -- j �
² ·- ��� � . . ,´.em-�¿ª� ¸ '
| ´ ` � '� ¸ ' _,; .... .. ._. . .�" .. . � ..¸
¸ \ '
___¿¬~
~ . ��·
�¸¦¸· ÷
¬|¡ ¸
(For i l l ustrative purposes only) Date IeO|uary8, Z01Z A-5 ` ¯¯�
¬ *¯
MEZZNI NE LEVEL ||/`
Project |Cr| 1CI|enÛÇua|e
WaSh|nQICn,DC
Client |C|I1CIIen NC|Ih, LLC
Project Phase LarQe1raCIHev|ew
(For i l l ustrative purposes only) Date |eOrua|y8, 2012 A-6 *"¯¯"ª~~.~�
¯¬ª~
FLOOR RESI DENTIAL |L`
|C|! 1C!!en ÛÇua|e
WaSh|nQ!Cn, UC
Client |Cr! 1C!IeD NCr!h, LLC
Projec Phase LarQe1|aC! H8v|ew
(For i l l ustrative purposes only) Date |eO|uary 8, 2012 A-7 . ¯
.º �
, ¬-� ~
Z`´
Project For Totten Square Washington, DC
Cl ient For Totten North, LC -
.- . ·
Project Phase Large Tract Review ¯ ¯ = -- ·
Scale N/A .¯ ·
.~ · ´ . .
� ¯ ¬ �· _~.
. ¬´
.· · ¬ -¿ ¬�- ~ - ¯ - �
- - - - (For i l l ustrative purposes only) February ß, <Û1< A-8 ¯ ¯ ¯ ¬ · ¯¯¯¯¯ ¯ ¯ "¯ ¯ ¯¯ � ¯¯"¯
FLOOR RESI DENTIAL ||`
Project IC|l1OlIeO Uqua|e
WaSh| nQICn, DC Client IC|l1Cllen NC|lh,LLC
Project Phase La|Qe1|aCl Hevîew
¬·¯¯ ¯ ¯ ¯¯ ¯¯
¯-¯ ¯ Scale N/A
æ*- ¯ : Date . ´
�· ` `
¡ ¹
T I I I I I Í Í
· ¯¯ ¯ ¯ ¯ ¯ ¯ ¯ ¯ ¯ ¯¯
¯¯¯ ¯ ¯ ¯ ¯ ¯¯ ¯ ¯´¯ ¯ "' ¯
(For i l l ustrative purposes onl y) |eO|uaryS, 2012 A-9 ¸
_1¬
Project Fort Totten Square
Washington, UC
Client Fort Totten North, LLC
Project Phase Large Tract Review
�¯¿ @ ¿
·^* ¯ ^ ¬ ^
¸ _ @ ¿
Date - ×
I I I I I Í Í
¸. .. . ~« « « ¬¬ . . ¡ »¸ ¿ _+¿ ». ¸ ÷,¸ ¸ .,.= . -¯¯
.¿ ¿¿ ¿ @ .¸ ¸ ¸ _. ¸ ¸ ,
= ¨'¨´ ¯ ^ ~.~ ¬ »¸ _ _ ¸ ¸ ¯
@¯¯¯
(For i l l ustrative purposes only) February 8, 201 2 A- 1 0 k|8lUu00t:k¯AkU
¯ RlGRO
AW0¬OR ÆQ
AN0|CRRLTA|L PARK|NC
BUI LDI NG SECTI ONS Project |CrI1CI|en e
WaS|ìnQICn, DC Client |CrI1CI|en NCrIh, LLC nokD0ouk¯Au
AN0|CRHE1Ali
AN0HCRRLTA|L PARK|NC
Project Phase La|Qe1raCIHev|ew
_�ÕN· CFÛ1|CÛ1
_�� | ÕN· NÕ¬1N/ÛÕU1N
.= ¯¯
��^ ¯ =
hC1|LFN
(For i l l ustrative purposes only) Scale N/A Date |eOrua|y 8, 2012 A- 1 1 3RD STREET ELEVATI ON CHI LLUM PLACE ELEVATI ON BUI LDI NG ELEVATI ONS Project |C|l ¯CIIen e
WaSh|nQICn, DC Client |CrI ¯CIIen NC|lh, LLC Project Phase La|Qe¯|aCI Hev|ew
(For I l l ustrative purposes only) Date |eO|ua|y 8, 201 2 A- 1 2 |CHC|CLJ|VC I NTERSECTI ON OF RI GGS ROAD AND o¯' STREET NE Project |C|!1CR8n ÛÇua|e
Wa8||ng!Cn, DC Client |C|I1C!!en NC|Ih, LLC Project Phase La|Qe1|aC! Hev|ew
(For i l l ustrative purposes only) Date |eO|uð|yÛ, ZÛ1Z P- 1
|CHC|CL1|VC o¯'STREET RESI DENTI AL ENTRY COURT Project |C|! ¯C!!en ÛÇua|e
WaS||DQ!Cn, UC
Cl ient |C|!¯CI!80 NC|l|, LLC
Project Phase La|Qe¯|aC! Hev|ew
(For i l l ustrative purposes only) Date |eO|ua|y8, 201 2 P· 1 ¬
Ï?Í1Ü1Å Ü
* * * ÍO\0IDDcHI of IDC 1ISIII0IDÎColumbia Ofce of Planning 1 . Project Name Developer Address Large Tract Review Certification Form Part A: Developer's Appli cation Fort Totten Square Fort Totten North, LLC c/o The JBG Companies, 4¬¬Ü Willard Ave., Suite 4ÜÜ
City Chevy Chase State ¸MD Zip ¸ZÜÜ1 O
Phone Z4Û.ÛÛÛ.Û!9Ü Fax Z4Û.ÛÛÛ.ÛÛ1Ü
E-mail jweinbaum@jbg.com IfDeveloper does not own subjectproperty, please provide the following information regarding the property owner: Owner(s) Address City Phone E-mail ç. Property Address na
ÛÜÜÛZÜ Rig Road, N.E. State ¸
State DC Fax ¸
City Ward ANC(s) � s
quare(s
Washington Zip ¸ZÜÜ1 1 Parcel/Lot No. (s) Z
Û. Current Users): (place 7where applicable) Residential _
Publicilnstitutional Retail/Office Other _
I ndustrial _ Open Space/Undeveloped _
'Maximum Height of Existing I mprovement (ft.) Vacant site _ -: �--
• Total Gross Floor Area (GFA) of Existing Improvements (sq. f.): L
- • If Property is Undeveloped or Cleared, Enter "N/A". Note: Refer to definition of OlA In Section 788of the U.Û.Zoning
Regulations Office of Planni ng Large Tract Review Cerification Form Part A: Developer's Application (Contd.) 2 4. Current Zoning: 1 . 2. 3. 4. 5. 4. Proposed Zoning: 1 . 2. 3. 4. 5. Zoning C·2·A Land Area (sq. tt.) 201 ,274 Matter-at- Right Floor Area Ratio Zoning Land Area (sq. f.) N
A 'MaUer-Ot-Right Floor Area Ratio M.O.R. Far' 2. 5 M. O. R. Far' 5. Estimated Project Completion Date (mo.
yr.) Third quarter 2014 to first quarer 2015 Type ot Development (place 7where applicable) Permitted Height (tt.) 50 Permitted Height (ft.) New Rehab
Historic Preservation _
Existing Jobs Retained and
or New Jobs Created by Project: Temporary
0 Permanent 300 Û. Gross Floor Area (GFA) by Use: For Residential Space Only: GFA (sq. f.) No. ot Single·Family Units Residential .
-382,430 l
No. ot Multi-Family Units: Apprx. 350 Retail -82,014 l
Estimated Development Cost: Hotel l
Land Cost Industrial !
Construction Cost Other '
Other Cost Total GFA ' -464,444 Total Project Cost To Be Determined Office of Planning Large Tract Review Certification Form Par A: Developer's Appl ication (eontd.) 3 7. Public Contribution: UDAG None EDA None D.C. Revnue Bonds None CDBG None Urban Renewal None HODAG None Other To Ba Determined 8. Residential/Busi ness Displacement Due to Project: HROÍB]]ÍÎCBDÍC OlRO UÎS]ÍBCCDCRÍCX]CCfCU, CRÍCl`Ü´
Û Number of Households Displaced � �
Number of Businesses Displaced Authorized Signatures ________
|LHL| UÜI[MLY- LL NL¯ WH|¯L LLL[W L|ML
Project No. Date Received by OP 0
0' 0 OP Recommendation For (check one): Approval _
Disapproval _
Date of Final Action 0
0' Date --
Date Date ______ Í?ÍÍÜÍÅ l
February 8, 201 2 Jennifer Steingasser Ofice of Planning 1 1 00 41h Street, SW, Suite E-650 Washington, DC 20024 ¹H]BCCO·:s
Re: Large Tract Review Application for Square 3748, Lot 52 ("Propert")
Dear Ms. Steingasser: Fort Totten NOlth, LLC, the owner of the Property, hereby authorizes the law Í of Goulston òStorrs and the architecture ID1 of Hickok Cole to act on our behalf for all actions necessary with respect to the application for Large Tract Review for the proposed retail and residential project at the Property. Please feel free to contact me should you have any questions regarding this matter. +: 'IILA×L -`¯I¹¹, S\1¯t +UU
FORT TOTTEN NORTH, L. L. C. , a Delaware limited liability company By: FOtt Totten Member, L. L. c. Its: Managing Member By: JBG/Company Manager ÌÌÍ~L. L.C. Its Managing Member By: � Name: �
Title: r �
LIlV LI15I.N`A !08I S-Jó'0 (J+0) J ¹ J-Jó00 JtItI(?+0) `J-` óI 0
¯¯�l .,II,{ LVll· `l ·|S .+·····,In. l�>r. \ ¹· `O\ '" _\rJ fl' ·I L ···\¡�\. ´-1J5
,|bí!¹\
Í2ÍÍÜÍÅ Í
ZoningReµoitIoiSquarc.J¯4ölo!. uuJ2
Îctma2, `0l2
�F l: :S7
�� - �� ¶ � ,,, ~ }¯
� " � º q . . ,
. ¨¬
" � ,; · ÷�ñ`
¯.-
{11 ´
` ¯ µ Î 4¯¨
��•• � j ×�
. º.¨
_ · ç¡
G �gç4·
´¯¡¸ _
!S- `
` �,´ �
°3 7
. � 5
� ]·
¯_ |
�7 · ¯
. �" �_
`ÛV3Z
ÛJÛJ . lz.Û KCCSR
5læ
ªFo r a datailed explana'ti on ofzoni n� reJitld tErms. pleaserefEr to thÜ OCZoniÜQMap Glossa ry
availablE at http://maps,dcoz.-dc.-ov/css/Map_App_User_Gui-de/ Glossary.p:df. ªªTo th·e extent an pctí+Ü "UD eists on a parti cul ar site.the P'UDzoning -epicts th&zanl ng i n afect Íor that s|te.
Ï?Í1Ü1Å Ï
|J||| 1| ä/Jt
ÏJ/ä!?êJI/I|êä l 1?/|I îI1ät
|êJ
|êJIÏêII|ä î}1/J|
#/!ä| äêIêä, 0.|.
Submitted on behalf of: Fort Totten North, Ì.Ì,[.
Prepared by: . Wells ¯ Associates, Inc. February 8, 1Û Ì 1 Preliminary Transportation Impact Study for Fort Totten Square Washington, L.L.
ONTENTS SECTION l
INTRODUCTION FIGURE I - I : SI TE LOCATION .. . . . ........<<. .<<<< .<< . . . . . ... ....... . . ... .. . ......... . . .. . .. .. .3 FIGURE 1 -2: CONCEPTUAL SrE PLN .<<<<< .<< . . . . .. .... .. .. . ... ............... . . . ... 4 SECTION À
BACKGROUND DATA b
STUDY SCOPE ...................... .......................................................................... . ............................................. ...................... 5 PUBLIC ROAD NETORK ......................+....................................................................................................................................5 PUBLIC TRANSPORTATION FACllrTIES AND SERViCES ..............................................................................»..................... ........... 6 RIGGS ROAD/SOUTH DAKOTA AVENUE INTERSECTION REDESIGN CONCEPT .........................<<........................».................. 6 PEDESTIAN ACCESS AND CiRCULTION +.+++..........................................................................<........................................ .......... 6 PARKING INVENTORY .............................+........+.+.+.................................................................................................. .. ....... 6 FIGURE 2- 1 : REGIONAL STUDY INTERSECTIONS .............................................................<......................................... ....... 7 FIGUR 2-2: LOCAL STUDY INTERSECTIONS .+....+...............................................................................................................8 FIGURE 2-3: PARKING INVENTORY ==.........=..++.+.=+++++.=»..+==......................................... »..................... ...».. »...».»»..... »...»»».... »»..... 9 BICYCLE MTER PLN......................................................................... ........................................ .. . . . .......................... 1 0 ZIPCAR ................................................... ...................................................................................................... : ..... ................. . . . . . . . 1 0 CAPITAL BIKE SHARE < <<<<++<»++<»»»»»»»~<»+¡×»+ -=-++++»»+=»++»=+++++»+»»+==»=++++++»++»+++===+»»=+=+=»+=»+»+-~«++.»«««++»««««««»»«++»«.»+»»«.+«««» »«»«»...« » ..»+++¡...«.¡¡|»»~»+++» 1 0 TABLE 2- 1 : ExiSTING BICYCLE LEVELS OF SERViCE .. . .... . ... . ......................... . . . . . . . . . . . ............................ . . ...................... I I FIGURE 2-4: DISTRICT OF COlUMBIA MUlTI-USE TRAIL RECOMMENDATIONS ................................. ~~ .. . ..... . . 1 2 FIGURE 2-5: DISTRICT OF COlUMBIA BICYCLE LEVELS OF SERViCE ....... .. . . ... . . . . .......»..»».....». »»........»..............~~. ... .~.~. . . . 1 3 CRASH DATA EVAlUATION ................................................... ..................... . . .. .. . ...................... . . . . . . . . . . . . . . .. .... ... ... . ...................... 1 4 TABLE 2-2: ACCIDENT SUMMARy . . . . . . . . . . . ............................................. . . . . . . . .......... . . . . . .. . .. .. .... . . . .... .. .. .. ........ .. . ...... ... .. .. ..... 1 5 SECTION 1
SITE ACCESS. OPERATIONS. PARKING. AND LOADI NG Î 0
VEHICULR ACCESS CONCEPT ..........~....< . ... . .. . ».»»............». . . . . .».». »...»..... . . .< . . . . . .». . ..».................... .........................<.. ..++........» . . .. 1 6 PARKING REQUIREMENTS ........... . . . . ...................................... . .. . . .. . . ... . ... ..... . .. . .. ... .. . . . . . . . ................................................. . . . . 1 6 LOADING FACILITIES ................................ . . . .. . ... . .... . . . . . .. . ..... .. . .. ... .. . . .................... . . . ... . .. .... . . . ... . ... . . .... ..... : .................................... 1 6 LOADING FREQUENCY AND ROUTES .~ . - - +.~..<.+...~....~.~....~...»......<.+~<<...... . .. .+. .. . ...+. +....~. . ............................................<... .~~.-~~~~++.. 1 7 EXISTING TRAFFIC VOlUMES ............................ .. ... . . ... . . .... . . . . . . . . . . . . . .................................................. .................. ..................... 1 8 EXISTING LEVELS OF SERViCE. . . ..... . . .. ..... . .......................... .. .................................. ................... . . ... ... . . ............... 1 8 #
FIGURE 3- 1 A: EXISTING PEAK HOUR TRAFFIC VOLUMES .~... . . .. ~~.....~..~.....~......~. -~. . . . . .. . . ... . . . . . . . . . .. . .. ... . .... ... ... ................ 1 9 FIGURE 3 - 1 B: EXISTING PEAK HOUR TRAFFIC VOlUMES .... . . ...+.. ... .. . .~....».........~...~ . .. . .. + ........... . . . . . . . . . . ..................»........ 20 FIGURE 3-2A: EXISTING LANE USE AND TRAFFIC CONTROl ».......... . . . . ..... . ... .. . . .. . .... . ..+.....+ . .. . ...+ +... . ...... . .. . . ..... . .. ..... .. .. 21 FIGURE 3-2B: EXISTING LANE USE AND TRAFFIC CONTROL . ....... . .. . . . ....... .. .... . . . . . . . . . . . . . ..... . .. . . .......... .. ......... 22 TABLE 3- 1 : INTERSECTION LEVELS OF SERVICE SUMMARy ..... .. . ........ . . ... ...... . ..... .. ... . ........................................... .......... 23 ½LL> ¿7òlLLÍ^¯L3. LL¹
Preliminary Transportation Impact Study for Fort Totten Square Washington, L.'.
ANALYSIS OF BACKGROUND TRAFFIC CONDITIONS 24 ADJUSTMENTS TO ExiSTING T.AFFIC VOLUMES ............................................. .................................................................... . . 24 TRAFFIC GENERATED By OTHE. PLANNED DEVELOPMENTS .. . .... . . ............... ........................................ . . . ........................... 24 BACKG.OUND T.AFFIC FO.ECASTS .............................................................................................................. , ........ . . .. . ....... .... . 24 BACKG.OUND FUTU.E LEVELS OF SE.VICE «»»»«».«.., . . .... . .. . .. ...... .... . ....... . ...................................................................... 25 TABLE 4- 1 : PIPELINE T.IP GENERATION SUMMARY ......... ...................... ....................................................................... 27 FIGU.E 4- 1 A: FUTURE LANE USE AND TRAFFIC CONTROL ............................................................... . . . .............. . . . . . .... 28 FIGURE 4- 1 B: FUTU.E LANE USE AND TRAFFIC CONT.OL. ,,,÷÷÷,,,&,µ,,,,,µµµ»»»»µµµµ¡•,µ»»ø==µµµøµ»==»µ•»»»»µ«µ«µ«»»»«» «««»««««»»«»»&»»»»»»×»»»» 29 FIGURE 4-2A: BACKG.OUND 20 ÍbTRAFFIC FORECASTS ............................................................................................. 30 FIGU. 4-2B: BACKG.OUND 20 I bTRAFFIC FORECASTS =&&&&=&&==&&=&&&µ=&===&=&=&&&&µ&&&&&&&&&&&&µ&&&&&µ&&•=&µ&&&&=»&»=&&»»»»»=»=««===««&&=««««««+«& 3 1 FIGU.E 4-3A: BACKG.OUND 2025 TRAFFIC FORECASTS =+++++==++++++++=«+««++«««+++×«×+++++«+«+~××«+~~+¢++++×+•~××•+ «................. 32 FIGU.E 4-3B: BACKG.OUND 2025 TRAFFIC FORECASTS. . . . .... . . . ...... . . .................................... . . . . . .......... . . 33 TABLE 4-2: INTE.SECTION LEVEL OF SERVICE SUMMA.Y ................................................................... ........... . . .... ... . 34 SECTION b
ANALYSIS OF TOTAL FUTURE TRAFFIC CONDITIONS óå
SITE T.IP GENERATION ANALySiS .......................................................... ................................................... .... .. .. ... .. . ... .... ..... . .... 35 T.IP DIST.IBUTION ANALYSIS ................. ...................... . .... ..... . . .... . . ..... . .. ................................................................................ 35 SITE T.AFFIC ASSIGNMENTS .. .. . ............................................................ . . . . ............................ ................. . . ... ........ . .. . ................... 3S TABLE 5- 1 : SITE T.IP GENERATION SUMMA.Y ...................... .. . . ..... . .. . ... . ..... ...... . . . .... .. ..... . .. . . .......................................... 36 FIGU.E 5-1 A: SITE GENERATED NE NEW PEAK Hou. TRAFFIC FO.ECASTS . ....... . ..... . . ... . . .......... . . . .... . ... ...... . . .. . .. . .. 37 FIGU.E 5-1 B: SITE GENERATED NE NEW PEAK Hou. TRAFFIC FO.ECASTS . . .... . . ................................................... 38 TOTAL FUTU.E TRAFRC FO.ECASTS |+)««««««++«>>++++»µµµµµµµ,µµµµ•;µµ+»»+×; ; | µ«»µµ+ «+ ××»+ + »+ »+×××××××»+××+«»++»××«»»+++×«»+++××»+×××«++»+»»»++××××««+««»»++,«;;««««««««««)« 39 TOTAL FUTU.E LEVELS OF SE.VICE t «µ+ + ++««µµ«µ««µµ+µ+•»µµµ=µµ++µµµ=+==»+µµ=µ=|+µµµ=+ µ=««==++µ==«««+•««==««««« + + + +«««+ =+ + ««»«+ «««»+ + + «««»+ »«««+ + + + ««««««««»»; ; µ+ + ;µµ«µ«««µµ+µ 39 FIGU.E 5-2A: TOTAL FUT.E 2.0 1 5 TRAFFIC Fo.ECASTS ...................................... .............................................. . . . .... .. 41 FIGU.E 5-28: TOTAL FUTU.E 20 1 5 TRAFFIC Fo.ECASTS .................................. .... . . . ..... . ... . .......................................... 42 FIGU.E 5-3A: TOTAL FUTU.E 2025 TRAFFIC FO.ECASTS ........................ ..................................................................... 43 FIGU.E 5-38: TOTAL FUTU.E 2025 TRAFFIC FO.ECASTS .... . . .. ..... . ... ... ...... ...... . . . ... ... ..... . . ............................................. 44 TABLE 5-2: INTE.SECTION LEVEL OF SE.VICE SUMMA.Y ........ ........ .............................. ....................................... . . . . ..... 4S SECTION ó
TRANSPORTATION DEMAND MANAGEMENT (DM)STATEMENT R0
OVE.VIEVV &~~&»&««<«~+•~««&<<«¡««««¡<¡«¡¡«««««¡¡«««++««¬»»»«««»»+&&~~&+&&& ××+&××&×&&×&&&&&×&&&&&&×&&×&&&&&&&×&&&&«&&+&&+««« &&&&&&&&+«»&&+«««»&»+++++++¡++¡¡¡&¡&«¡««««««««««««+++++««+~~«&» 46 SECTION J
CONCLUSIONS AND RECOMMENDATIONS •
YLLLÎ Ñ A!5OC|A155. LLC
Preliminar Transportation I mpact Study for Fort Totten Square Washington, D.C. LISTOF ÎIGURE5
FI GURE I - I 1 -2 SITE LOCATION ..... CONCEPTUAL SITE PLAN . +.... +..+..«....... »
..3 . ..4 2- 1 2-2 2-3 2-4 2-5 REGIONAL STUDY INTERSECTIONS......... + + + + .+ +..+ +....~....+. ......................... . . . . . . . . . .................. ..7 LOCAL STUDY INTERSECTI ONS. ... . .... .. .. . . . . . . . . . . ......... . . . . . . ..................... . ....................... . . .. 8 PARKING INVENTORY .+ +.+ +......+ + + +..+ +.....+ + .+. . . . . . . . . . . ......... . . . . ................. . . . .. ............ . . ...... .... 9 DISTRICT LFCOLUMBIA MULTI-USE TRAIL RECOMMENDATIONS... ... . . . . ... . . ... . . . ...... . . . ... . . ......... . . . . .... 12 DISTRICT LFCOLUMBIA BICYCLE LEVELS OF SERVICE + + + «+ ««.+n...«n+ + «+ + + «+ + «««« + + + + + + «..n+«nnnnnnn+n++n.+nnn..nn+ «.n + + + + + + + + + + + + + + n.+ + + + .«« 1 3 3 - I A 3- I B 3-2A 3-2B EXISTING PEAK HOUR ¯PFF|CVOLUMES n + + + » + + + + + + + + + + ++nnnnnnn«»+n + + nnnn+ nnnn+ «nnn+ + n+ n+nnn + + + + n»+ + + »++ nnnn+ + n+ + + n+ + nn + + + + + nn+ nnnnnnnn+ ++ + n+ n+ + « 1 9 4- I A 4- I B 4-2A 4-2B 4-3A 4-3B EXISTING PEAK HOUR TRAFFIC VOLUMES . . . . . . . . . . . . ................ .......................... +
ExiSTING LANE USE AND TRAFFIC CONTROL ExiSTING LANE USE AND TRAFFIC CONTROL FUTURE LANE USE AND TRAFFIC CONTROL ..... .... . . . . . . .. .. . ... . .... . .. ...... . .... .. . ... . . +
FUTURE LANE USE AND TRAFFIC CONTROL ........ . . .. . BACKGROUND 201 5 TPFFIC FORECASTS ......... +
BACKGROUND 201 5 TPFFIC FORECASTS .......... +
BACKGROUND 2025 TPFFIC FORECASTS . ... ...... . BACKGROUND 2025 TPFFIC FORECASTS ........... . ~~n~+n» »nnn»+nn+».nnn + + +.+ + + + « n n n n + + + +.. + + + + .n 2
. . .... 21 . . . . . . 22 . .... . ...... .. . ... .. . ... . ...... ........ 28 . . . . . .............. 29 ................. . . . . ........................... 30 ............................ 3 1 . . . ................. ..................... ..... 32 . ..... 33 5- I A 5- I B 5-2A 5-2B 5-3A 5-3B SITE GENERATED NE NEW PEAK HOUR TRAFFIC FORECASTS .... . .. . . . . . ........ . . .... .. . .. .. .... . ... .. ...... . . .. ... ... + + + + . ..n 37 SITE GENERATED NET NEW PEAK HOUR TRAFFIC FORECASTS........................................................ . ... 38 TOTAL FUTURE 201 5 TRAFFIC FORECASTS.... ........ . .... . .. ... . ... ..... ..... . . . . . . . .. ..... . . . .... . .. ..... ..... . . ....... . . 41 TOTAL FUTURE 201 5 TRAFFIC FORECASTS . ... ..... ... ...... . . .... ... ..... . .... .. . . . . . ........ . . ..... . . . .. . .. . TOTAL FUTURE 2025 TPFFIC FORECASTS . . . ...... ... . . .... . ... .. ... ...... .... .. . . . . . ....................... n
TOTAL FUTURE 2025 TRAFFIC FORECASTS .................. ...................... . .. ......... . . .... .. ... . .. n
LISTOF PPPENDICES
APPENDIX TITLE A Scoping Agreement B Rigs Road/South Dakota Avenue Intersection Redesign Plan C Existing Traffic Vol umes D Existing Capacity Analyses E Pipeline Development Trip Generation F Background Traffic Assignments G Total Future Traffic Assignments H 201 5 Background Capacity Analyses I 2025 Background Capacity Analyses Í
201 5 Total Futu re Capacity Analyses K 2025 Total Futu re Capacity Analyses #
VLÍL2 ^PððL!¡^¯Lò. LÍ!
. . .. .... ... . .. . . ... . . .. .. 42 . . .. . .... . ... . .... 43 . . .. ... . . ... .. . . ... . ..... 44 Section Î
INTROPUCTION This document summarizes a traffic impact study for the Fort Totten Square project. For Totten North, L.L.C. proposes to redevelop the currently vacant shopping center situated on the norheast quadrant of the Rigs Road/South Dakota Avenue intersection i n the northeast section of Washington, D.C. The site
. location map i s shown i n Figure |- I . This traffic report i s being prepared as Large Tract Review process and transportation study related items. part of the addresses The previously existing retail buildings of approximately 80,000 S,F. were razed to accommodate a new anchor retail tenant of approximately 1 20,000 S.F., 1 0,000 S. F. of ancillary retail space, an d 350 new rental apartments. The project would be served by below-grade and structured parking. The entire development is expected to be fully occupied by 201 5. The proposed conceptual plan is shown in Figure 1 -2. Tasks undertaken in this study i ncl uded the following: I . Review of the Fort Totten North, L.L.c. design concept prepared by Hickok Cole Architects and other background data. 2. A field reconnaissance of existing roadway and intersection geometries, traffic controls, traffic signal phasi ngs/timings and speed limits. 3. A preliminary agreement with the District Department of Transportation (DDOT) staff regarding the traffic study scope (found in Appendix A). ¬. Turning movement counts at seventeen ( 1 7) off­
site study intersections during the AM and PM peak periods. 5. A review of the existing transit services in the area. VtLL5 ~^ô^¹¹Í^¯Lò. LL!
Preliminary Transportation Impact Study for Fort Totten Square Washington, D. C. 6. Identification of existing bicycle facilities and levels of service. 7. A parking inventor for an area within a five­
minute ( I ,OOO-feet) walk olthe site. 8. A discussion of the proposed parking supply and ratios for both retail and residential uses. Ý. A review of the crash data for each of the study
' intersections. 1 0. A discussion of the frequency and routes of service vehicles that would serve the site. I I . Review of historic traffic counts. 1 2. Analysis of existing levels of service at the off­
site study intersections. 1 3 . Projection of background future traffic volumes for years 20 1 5 and 2025. | ¬. Calculation of 201 5 and 2025 background levels of service at study intersections based on background traffic forecasts and existing and/or planned trafic controls and intersection geometries. 1 5. Calculation of the number of AM and PM peak hour trips that would be generated by the proposed project. 1 6. Comparison of the trip generation between the matter-of-right zoning and the proposed development program. 1 7. Projection of total future trafc volumes for 20 1 5 and 2025 with redevelopment of the site. 1 8. Calculation of 201 5 and 2025 total future levels of service at the study intersections based on total future traffic forecasts and existing and/or planned traffic controls and intersection geometries. | Ý. A Transporttion Demand Management (TOM) statement that identifies potential trip reduction measures. Sources of data for this analysis included traffic counts conducted by Wells ¯ Associates; the Institute of Transportation Engineers (ITE); the W&shin¿on Metropolitan Area Transit Authority (WMATA); the District of Columbia; Hickok Cole Architects; and Fort Totten North, |,[,Ç,
YLLLôË AðòL!lP¯b3. LL¹
2 Prelimi nary Transportation Impact Study for Fort Totten Square Washington, D.C. ±
·· :o . ÍF`
¯^@_
¯¯ �
K|GG5K
� u�1N�
T% Þf
S'1L/C' C)
� �� ' �ON
�_ ·. /
[FO||l|usI|ðI|ve pu|pOsesOn|y]
|l Qu|C T ·Z
LC|CCµ\uU| cl \ô || U|
|orI !oI\sn 5quore
¥ush|ng|on, L.L.
`C¯L¯
�WeIl8 + Aaociates,¡n�.
Section 2 BACKGROUND DATA Study Scope The study area was determined based on the intersections and roadways that potentially coul d be affected by the proposed redevelopment, as verified on a prelimi nary basis with the District Department of Transportation (DDOT). The following local and regional intersections were selected for analysis and evaluation: Regional Intersections Ì . New Hampshire Avenue/Eastern Avenue. 2. New Hampshire Avenue/Rittenhouse Street. 3. Rittenhouse Streetl3r
d Street, 4. Eastern Avenue/Rittenhouse Street/Chil lum Road. å. Eastern Avenue/Rigs Road. 6. South Dakota Avenue/Galloway Street. 7. South Dakota Avenue/Gallatin Street. O. North Capitol Street/Missouri Avenue/Rigs Road. 9. Blair Road/Rock Creek Church Road/Rigs Road. Local Intersections 1 0. )" Street/Chi l lum Place. Ì I . å`" Street/Chil lum Place. 1 2. Chil lum Place/Riggs Road. 1 3. 3r
d Street/2n
d Street. 1 4. South Dakota Avenue/Riggs Road. 1 5. South Dakota Avenue/Kennedy Street. 1 6. South Dakota Avenue/Hamilton Street. 1 7. I " Place/Riggs Road These intersections are shown on Figures 2- 1 and 2-
2. A copy of the most recent [raffic scoping letter under review is contained in Appendix A. •
½LLLo o ^oo¹L¡^1Lð. L!L
5 Preliminary Transportation I mpact Study for Fort Totten Square Washington, D.C. Public Road Network Riggs Road, South Dakota Avenue, Missouri Avenue New Hampshire Avenue. Eastern Avenue, an-
North Capitol Street provide regional access to the site and are described as follows: Riggs Road, N.E., is a four-lane principal arterial with a posted speed limit of 25 miles per hour (mph) in the vicinity of the site. This roadway is currently being reconstructed along the site frontage to include a raised median. curb parking, and a bus stop at 3r
d Street, South Dakota Avenue, N.E., is a four-lane divided local road east of the site, It intersects several roadways in the vicinity of the site under signalized control. i ncl udi ng Riggs Road, Kennedy Street, Hamilton Street, Gal l oway Street. and Gallatin Street. Missouri Avenue, N. W.¸ is a four-lane undivided roadway with-a posted speed limit of 25 mph west of the North Capitol Street i ntersection. The North Capitol Street/Riggs Road i ntersection is controlled by a traffic signal and bus stops are located on each corner of the intersection. New Hampshire Avenue, N.E., is a four to six-lane divided roadway with a posted speed limit of 35 mph. I t tapers from six-lanes to four-lanes at the Eastern Avenue intersection. Eastern Avenue, N.E., is generally a four-lane roadway with a posted speed limit of 25 mph i n [he vicinity of the site. Various portions of this roadway taper to a single travel lane i n each di rection with curbside parking and/or separate turn lanes at selected intersections, Turning movement restrictions prohibiting turning traffic during the AM peak hour from 7:00 to 9:30 AM are in place along the side streets serving the adjacem residential neighborhood. Norh Capitol Street, N.E., is four to five-hne undivided roadway with a posted speed limit of 30 mph. Two general travel lanes are provided, with separate turn lanes at major intersections including the Riggs Road/Missouri Avenue intersection. Public Transportation Facilities and Services The Fort Totten Square area is currencly served by both Metrorail and Metrobus. Metrobus Routes E3, E4, R | , R2, and R5 provide service i n the area. Additionally, the Metrorail Red, Green, and Yellow lines provide serice at the Fort Totten Station, which is located approxima
ely 2,400 feet southwest of the Fort Totten Square site, on Galloway Street. Riggs Road/South Dakota Avenue I ntersection Redesign Concept OOOT is currently reconstructing the Riggs Road/South Dakota Avenue intersection. The design elements for the in
ersection provide a context­
sensitive solution to the previously suburban style configuration. The previous circuitous turning movements will be eliminated, transforming the intersection into a more urban style hub. The plan provides for pedestrian crossings on the north, east, and south approaches, and mi nimizes lane widths to reduce crossing distances. It also provides for curbside parking to provide a buffer for pedestrians, reduce vehicle speeds, and sere future commercial development. A copy of the current OOOT proposed pl an i s provided in Appendix B. Pedestrian Access and Circulation The D of Columbia Pedestrian Master" Plan (Ap,-il 2009) was developed to reduce the number of pedestrians killed or injured in crashes with motor vehicles and to increase pedestrian activity by creating a more walkable public realm throughout all parts of the District by ensuring that the District's poliCies and procedures support walking. The plan provides an overiew of existing pedestrian conditions, recommends new pedestrian projects and programs. establishes performance measures, and provides a plan for implementation through 2018. The District of Columbia Pedestrian Master Plan identifies pedestrian facilities that are considered "priority corridors." This entai l s that the District of • YLLLbò ^bòLlÌ^¯tò. LLl
6 Preliminary Transportation Impact Study for Fort Totten Square Washington, D.C. Columbia shou|d improve these corridors to enable safer pedestrian travel by minimizing injuries and mitigating the intimidation pedestrians may encounter when walking along arterials that are often wide, high speed, andlor have a high volume of vehicular traffic. Among those approxir:nately 7+ mile from the Fort Totten Square site include New Hampshire Avenue NW/NE from Park Road NW to Peabody Street NE and South Dakota Avenue NE from Rigs Road NE to New York Avenue NE. Pedestrian movements would be promoted and facil itated vi a sidewalks along Rigs Road and 3
rd Street. NE. The anticipated OOOT improvement planned at the Rigs Road/South Dakota Avenue intersection will dramatically enhance pedestrian access in the area, and promote access to the Fort Totten Metro Station. Parking Inventory . As requested by OOOT, a parking inventory was prepared for a five-minute walk shed (approximately I ,OOO-feet) of the Fort Totten Square property. The number of curbside spaces and par,king restrictions were recorded and are shown on Fjgure 2-3. (Note, where curb parking is not del i neated, an estimate was made by measuring the available curb length.) The results indicate that a total of 859 parking spaces are located within a five·minute walk of Fort Totten Square. A total of 579 spaces are located north of Riggs Road, and allow for two-hour parking betvveen 7:00 AM and 8:30 PM, Monday through Friday. A Zone 4 permit is required. A total of 280 spaces are l ocated south of Riggs Road, and allow for tvvo·hour parking between 7:00 AM and 8: 30 PM, Monday through Friday. A Zone 5 permit is required. O O
Fi gure Z¬1
Regi onal ctudy I ntersecti ons -ott 1o!:e Sqoo·e
1ouonqton, L. k. - ¤º: H HÞl UD YÛ
NC¯. ¯
�Y4¡I 4 + A88oclate,Inc.
O T} R TOTT AR} - R - R R lC D D6D
¯ìQu|C Z¬Z
Local Study I ntersecti ons ÍOr\ ÅO\1<H .QOOfC
ÝD5DÍDQÌOD, 0.C.
|Or|Þ
�WeIls Ñ Assoclate,)hc.
¯Wo HmrPlrlng7am· 8:3m Mo.- Fri. ZonebPermit
¯WoHmtParkng 7am - 8:�mMo.- Frl.Zone4 PemIt Nicos srlONE �
HBUM¾t«uut Mwm
¼DmP
ã �
« 6h WWÞl
4m±æa£
~~~~~~~~~~~~~~~~~~~~~~~~~~~~~æææææææ�
|ìgurC Z¬Ò
¯or-| nq | nventory
NO|Í|
Fo Tot|e uu WOSP¡D@ÍDD, 9 @W�IIs ¬ Assocíat�s, lnc.
BICYCLE MASTER PLN The District of Columbia Bicycle Master Plan seeks to create a more bicycle-friendly city by establishing high qual ity bicycle facilities and programs that are safe and convenient. Signed bicycle routes within approximately 2 miles of the Fort Totten Square site exist along Ì J
Street NW/Piney Branch Road NW and along 9'
" Street NW. These routes would become di rectly accessible U the site upon the proposed development of several bicycle facilities. DDOT recognizes South Dakota Avenue, Riggs Road, and J'¨ Screet as on·street bicycle routes. I n addition, on-street bicycle trails are planned along Í ¨ Place and Galloway Street connecting Rigs Road and South Dakota Avenue to the Fort Totten Metro Sttion. These will also provide di rect connections for bicyclists to the planned Metropolitan Branch T rail that is proposed to extend from the Silver Spring Metro Station to Union Station. Multi-use trails are proposed along numerous roadways i n 2 mile proximity to the Fort Totten Square site. For example, a mul ti-use tril parallel to John McCormack Drive from south of the Fort Totten MetroraH Station would connect bicyclists to the existing Meuopolitan Branch Trail. A multi-use trail is also proposed along portions of Eastern Avenue NE, L8ÌÌ8UÐ Street NE, South Dakota Avenue NE, Galloway Street NE, Ì ´Place NE, Ì ¨
Street NE , Blair Road NW, Kansas Avenue NW, Missouri Avenue NW, Sandy Spring Road NW, and ¬¨Street NW. These paths would provide bicyclists with direct access to the Fort Totten Metrorail Station on the Red, Green, and Yellow Lines, the West Hyattsville Metrorail Station on the Green Line, and the Takoma Metrorail Station on the Red Line, as well as existing bicycle faci l ities such as the | J
Street NW/Piney Branch Road NW route and the 9'
" Street NW route. A map of proposed multi-use trails is shown on Figure 2-4. As part of te plan, under the existing condition of bicyclist sharing the road, the bicycle levels of 1 0 Preliminary Transportation Impact Study for Fort Totten Square Washington, D.C. service (BlOS) i n the site vicinity are shown in Table 2- 1 and on Figure 2-5. The results show that levels of service vary from LOS "C" and "D" for Riggs Road and South Dakota Avenue within the immediate vicinity of the site. Other adjacent segments generally operate at lOS "E" or "F". ZIPCAR Zipcar is an automated car rental or car sharing system in the Washington, D.C. area. Zipcar users must fill out an application online and then receive a Zipcard, which enables them to reserve Zipcars at any of the locations. Users pay either an hourly or daily rental fee to utilize the car for their reserved time slot. Cars must be returned to the same designated parking space at which it was picked up. There are four (4) Zipcars located at the Fort Totten Metrorail station within the vicinity of the site. CAPITAL BIKESHARE Capital Bikeshare is an automated bicycle rental or bicycle sharing system now available i n the Washington, D.C. 8t88. Approximately 1 , 1 00 bicycles are available at 1 1 0 locations in the greater downtown D.C. area. Currently, the closest Capital Bikeshare docking station (With I I bike s lots) is located at the John McConnack Drive õ Michigan Avenue, N.E. intersection, southwest of the site. To utilize a bike, a membershi p must first be purchased onl ine or over the phone (annual membership subscription is $75) and then a membership card is utilized to release a bicycle from the docking station. The bicycle must be returned to any of the docking stations in the City within three hours. The system provides a new way of discovering and moving around the City w
ile enhancing the city's publ i c transportation system. Bicycle facilities will be incorporated in the site according to District code. Table 2- |
Existing Bicycle Levels of Service Roadway Bicycle Level of Service South Dakota Avenue NE (north of Riggs Road NE) C South Dakota Avenue NE (south of Rigs D Road NE) South Dakota Avenue NE (south of D Gallatin Street NE) Rigs Road NE (between I St Place NE and F North Capi tol Street) Rigs Road NE (between I st Place NE and South Dakot Avenue NE) D Rigs Road NE (east of South Dakota E Avenue NE) Rigs Road NE (between Blair Road NE E and North Capitol Street) Missouri Avenue NW (west of North D Capitol Street) I st Place NE C Blair Road NE (north of Rigs Road NE) D Rock Creek Church Road NE (south of F Rigs Road NE) North Capitol Street D Wells ¯ Associates, Inc. Mclean, Virginia I I �
� ö
@ EQMUM-UTB
gUÿMWMUMWTÎl
�M0MATæ¶æ
Hw-U æTmllOm
·`´¯ "
O\MWmQ
¾8Æ
Figure Z¬¬
f , ¸
. I �
Di stri ct of Col umbi a Mutl i -Use Trail Recommendati ons fo·t 1o|tcn CQUOl
WU5l!fQ\CO, L.L.
`C|l¨
W�IIs + AssocIates, Inc
Figure Z¬Ü
District of Col umbi a Bi cycl e Level s of Service `O¯\|
� Fcr ToUen Sguore
¬osbinj!on. L.L.
1 3 Crash Data Evaluation Crash data was provided by DDOT for 2008 through 20 I 0 for I S of the 1 7 study intersections. The results are summarized on Table 2-2 and indlc
te the following: I . The North Capitol Street/Missouri Avenue intersection had the highest number of reported crashes (89) over the three-year study period. 2. The Rigs Road/South Dakota Avenue intersection had 42 reported crashes, with 1 4 reported in 20 |Û.
ó. The New Hampshire Avenue/Eastem Avenue intersection had 27 reported crashes over the three-year period. ¬. The remaining intersections had generally 20 or fewer reported crashes over the three-year period. This includes Riggs Road/Chi l l um Place and Rigs Road/ l " Place. O. Four of the | b intersections had one to two (2) pedestrian crashes during the three-year period. 6. One bicycle-related crash was reported at the North Capitol Streetl Missouri A
enue intersection. •
Y1LLb òA3ò¹¹ÍP¯Lò· LLL
Prelimi nary Transportation Impact Study for Fort Totten Square Washington, D.C. ¯abl• • -2
Îc r¡To�n ''uarQ
P�cdcnt ¤ump
�_ttI
IMu.ectlcn Te� AccidenL< FU: litll Injuries Oi s oI¡n�In¡ur¡e Pede"'i�n' ß¡c/clcs Motorcycle.
l, NEWI-AHPSHIREAVE �nd EASTERN AVE. NE 200
zacº l â
:a|o
]NEWHAMFSHIRLAVE�ndJUTTENHOUSE ST. NE 1Vv¤
2û J
20I 0 , . II •
J 1M5amRITlQUSE S,M) 2û
4. OILUMKand EASTERNAVE. M\ 2008 I 2\0 .2 . º
5. EA.TEIWAve _nd FUCG. RD. NL 2008
ia|o
� , . .
6.SOUTH DAKOTAAVE and CALLOWAYST. NE 200
20l0 . . . .
7.5CUHDAKOTAAVEInd GALTINST, NE 20Ûô
20!0 . 2 . . .
8.KIGG5ROAD, NE zndBLIR ROAD, NE zoaa
20 e ò
20lû . , .
V. NORTH CITOST æd MISSORI AVE. M JM 3l l
200 2 H l
2010 . , .
8 3 ¡
!Û.GlILLUM Pl and ¯IROSTREET. NE NfA N<A NJA NJA NfA N<A NfA
I I. QlU.UM Pl æFlFllSTREET, NE NJA NfA NfA NfA NfA NA NfA
I1. GlllLUM Mand RlGGS RD. NE zcca 5
zccº I
20! c
! J. 2ND ST znd THIRD ST, ¬| zree
|+.SOUTH DAKOTAAVE znd KIOOS KO, NE zcea l +
z0 I I 20!0 . � .
IS. SOUTH DAKOTAAVE aJ KENNEOYST. NE zee
z0º
16. SOUT DMOTAAVE ..lWllTON 5T. ML 20V 3
10¡0 .2 .
17. ISTP æd KLKL. NE 200ô
2û7 ò
:c|o
2 |o
Y0IH•P&OO8t85. In,.
M,Lnn, Vlrglni.
1 5 Section J
SITE ACCESS, OPERATIONS, PARKI NG, AND LOADI NG Vehicular Access Concept Vehicular access to the site is proposed to be provided via four (4) entrances that take advantage of the grade of the site. The main entrance on Rigs Road would operate under right-in/right-out conditions and provide direct access for retail patrons U the below-grade parking garage and retail level parking. This driveway would also access the loading dock that would C contained entirely within the project. Additional vehicle access to the retail parking area would be provided by a full-movement entrance on 3r
d Street. A driveway on 3
m Street and a driveway on Chillum Place woul d provide access to the residential parking garage. Both of these driveways would allow full turning movements and woul d be designated for residents only. Parking Requirements According to the District of Columbia Municipal Regulations (DCMR), one [ l ) oñ¯street parking space for each 300 S.F. beyond 3,000 S. F. of retail and one ( I ) space for ever two dwe|l ing UÞ|l$ are required (for the C-2-A category). Therefore, based on the proposed development program, 1 30,000 S.F. of retail space woul d require 424 parki Þg spaces and the 350 residential units would require 1 75 parking spaces to meet DCMR requirements. The site plan proposes to provide approximately 450 retail parking spaces that would slightly exceed code requirements due to the efficiency of constructing one level of below-grade parking. The residential units would be served by approximately 325 parking spaces, or 0.92 spaces per unit. This rate is generally consistent with current development trends in proximity to Hetrorail stations within the District. •
\)l¡h GAbòLLÌ^ÅLð. LL\
1 6 Preliminary Transportation Impact Study for Fort Totten Square Washington, D.C. It is also noted that the curbside parking that currently exists on 3r
d Street and Chillum Place will be retained with the redevelopment of the site. Additional curbside parking will be provided on Riggs Road east of the South Dakota Avenue intersection along the site frontage Ü par of the DDOT redesign of the intersection. This area will be further enhanced by streetscape improvements providing adequate space for pedestrians and bicyc|es×
Loading Facilities The loading docks serving both the retail and residential uses at Fort Totten Square would be fully enclosed within the project. Access to the retail loading facilities woul d be provided from �he Rigs Road entrance. A separate lane equipped with a gate·control l ed system would allow access to the loading area adjacent to the parking garage ramps. Access to the residential loading facilities would be provided by the separate 3r
d Street entrance for the residential component of the project. For retail stores with more than 1 00,000 S.F. of space, the DCMR requires two (2) 55-foot deep loading berths, one ( | j 3D-foot deep loading berth, one ( I ) 100 S.F. loading platform, two (2) 200 S.F. loading platforms, and one j | ) 20-foot deep service/deliver loading space. For the retail uses, the proposed plan would provide three (3) 55-foot loading berths
, two (2) 3D-foot loading berths, one ( | j 20-foot loading space, sufficient loading pl atfo
ms. and trash and compacting areas. Typically, the residential building would require one ( I ) 55-foot deep loading berth, one ( I ) 20 S.F. loading platorm, and one ( I ) 20-foot deep service/deliver loading space. However, the project received variance relief from the L.L. Board of Zoning AdjusDllent to provide a 30-foot deep loading berth instead of a 55-foot deep loading berth through BZA Order Nos. 1 7600, I 7600-A, and I 7600-B. Í ¯ese spaCes will bc uszbÌeby 11foot t|U6ks.
For the residential use, the proposed plan would provi de one ¸ | ¡ 3D-foot loading berth, one ( I ) 20-
foot loading space, one ( I ) 200 SF loading platform, and trash and compacting areas. A detai led loading plan, which restricts loading during peak hours§ should be i mpl emented for the site to mi ni mize blockages of traffic on private and public roadways. Loading Frequency and Routes The number of servi
e vehicles expected to be generated by the retail portion of the site will be provided by the operator of the facility. It is anticipated that trucks would use only those routes that are unrestricted to enter and exit the site. Access to the loading area would be provided from westbound Rigs Road at the main site driveway. These vehicles would exit· to westbound Rigs Road |C return to their destination. They would likely utilize North Capitol Street and New Hampshire Avenue \Creturn to points east. Residential trucks would also follow these routes to access the loading area that would be fully contained within the site. Use of the loadi ng dock would likely �e scheduled to avoid any connicts+
P noted previously, through trucks are prohibited along o'¨Street to the north through the residential community. Thus, trucks would be restricted from using this route. •
¼rLLò b.¹oòLLIAÅL3. LLL
1 7 Preliminary Tldnsportation I mpact Study for Fort Totten Square Washington, D.C. Existing Trafic Volumes AM and PM peak period vehicular turning movement counts and pedestrian counts were conducted in 2008 at the local study i ntersections on Wednesday, April 2, 2008 and Tuesday, April 22, 2008 and refect conditions prior to the current reconstruction of the Rigs Road/South Dakota Avenue intersection. Suppl emental traffic counts were collected in October 20 |I and January 201 2 at the regional i ntersections. These included the following i ntersections: Regional Intersections | . New Hampshire Avenue/Eastern Avenue. 2. New Hampshire Avenue/Rittenhouse Street. 3. Rittenhouse Streetl3r
d Street. 4. Eastern Avenue/Riggs Roa
/Chil l um Road. b. Eastern Avenue/Riggs Road. 6. South Dakota Avenue/Galloway Street. 7. South Dakota Avenue/Gallatin Street. 8. North Capitol StreetlMissouri Avenue/Rigs Road. 9. Blair Road/Rock Creek Church Road/Rigs Road. Loql Intersections 10. 3" Street/Chillum Place. I I . 5'" Street/Chil l um Place. 1 2. Chil lum Place/Riggs Road. 1 3. 3rd Streetl2n
d Street. 1 4. South Dakota Avenue/Rigs Road. 1 5. South Dakota Avenue/Kennedy Street. 1 6. South Dakota Avenue/Hamilton Street. 1 7. | ° Place/Rigs Road The existing traffic data s included in Appendix C. The AM peak hour generally occurred from 7: 1 5 AM to 8: 1 5 AM and the PM peak hour generally occurred from 4:30 PM to 5:30 PM. The existing counts are shown on Figure 3- 1 . The existing lane use and trafic controls are shown on Figure 3-2. •
YLLLð ó^hoL\¡^1b. LLL
1 8 Prelimi nary Transporttion Impact Study for Fort Totten Square Washington, D.C. Existing Levels of Service Existing peak hour levels of service (LOS) were calculated at the three key study i ntersections based on the 2008-20 I I traffic volumes shown on Figure 3-
| , the existing lane use and traffic control shown on Figure 3-2, and the Synchro/SimTrafic (Version 7) methodology. Existing trafc signal timings were prOVided by DDOT. The results are summarized in Table 3- 1 . Capacity analysis worksheets are incl uded in Appendix D. @ eoc| |ote·sect|eos
| Al l of the regional intersections currently operate at overall acceptable levels of service (at LOS ¯L´ or better) during the AM peak hour with the exception of the Rittenhouse Streetl3r
d Street intersection, Some individual movements or approaches operate near capaCity (at LOS "E") or beyond capacity (at LOS "F") during this period. 2. Al l of the i ntersections would operate at overall acceptable levels of service during the PM peak hour with the exception of the New Hampshire Avenue/Eastern Avenue intersection that operates at LOS "E", |ecc| |ote·sect|eos
I . All of the signalized local i ntersections currently operate at overall acceptabl e levels of service during the AM and PM peak hours. The reported level of service at the i ntersection of Rigs Road/South Dakota Avenue refects the anticipated reconstruction. 2. The signalized Riggs Road/Chi l l um Place intersection currently operates at LOS " C" during the AM peak hour and LOS `Ü´
during the PM peak hour. 3. |a addition, al l turning movements at the stop controlled intersections on 2n
d Street, 3
rd Street. and O`¨ Street currently operate at adequate levels of service during both the AM and PM peak hours. �£
J | . WM .
1163 648_ 27)15 ¬
` | ` �<
7/11 ¬bl 5/1395
�~¬
J l . ¬
116/J22
� !9+/
'¯+
zs/z:
`I0)19
-309/306 1u)18
` | ` ¹��
� æ �
"7/1 +
_~:5/¯:
' ` c"
$ v.-Ì
l . 49/115
� '�/z3-
¼¯w
~æ-
. | . a:.
5� 658 e19 ¯
` 5)15
-733,B9 ,
` | ´ �WÎ
· o/+
�+¯/
¤¤ª
` ' ` ÞT
c�¯
� 11@7)£@$÷
cu Ì
+z,22
139/53-
SJ_64 -66 /107S ,'76/411 ` | ` ¯"º
` ' ` `� o
� Û | ¬
º .�
L � ¯ Ù
&¸ ×
¸ÍH¯=�ÛÒ ~��ÛÛ�U ¯ TOT AR� ~ ¯ H =�¬O RP CR Uÿ.U U 2.YU
¶¬�
. | . O
: - o/o
¬0 0
` l ` Oµ=
��µ `/ 9
¯ 5¶0
,,/,,- `
¹+/s1-= ¬: u/v¤/�
Æ~\
� w�`
¬¡zu2/s\
_95/ð4
¯=¢
õ:õ/¡+sõ÷
` ` : : +/¡::
¯ r=
FUTURE INTERSECTON Fi gu re 3-1 B 1 1 !
: t ·
Exi sti ng Fcck Hour Traffic Vol umes ÍOf\ ÅOTCO ¯QUOfE
WQBhtHQ1OO, Ü.L.
`29/6
�%Å
. | . -.s�s·.
1./I·-
` | ` 4ð6/1081¬
1./1z
1 õ
¯�¯
�Ô` `"25/z0
+2ö/ñ
.|. f`¨
··�··-
` | ` /~
¹/¹
¯ mµ
t 1 6 �
' ³r/ª
¬Þ/3
1 /·
. `'´ �
�¼^
1 0 FUTURE INTERSECTON Z0
FUTURE INTERSECTON t t °.¯
000/u0u
MO|\D
�W.III Ý A4oc¡a\ es , Inc.
O: JE DD CCC ¬ Í' '1ç Õ_Ò ¬ Í' Õ_Ò\ Í' ÍÍÕ \×LÕ L× Y¹
Fi gu re Ó¬ZÍ
| J Y
Existi ng Lan e Use and Traffic Control ¯or\ To\ten $quore
Vosnrg|on. 0.C
¬ �· ·I `
l | ´ ¯
A¸¦. ¯
¯ ¯ ' '
· ¯ ' Í : 6 �
7 ! �
-¦ ` -¦ `
· `´ · ¯ ' | |
1 .. . ¯ -
* Represents One Trove| Lone
� Signo' ized | ntersection
@ o!Op oign
NC|\|
�We!1s + Assocíatos, Inc.
_Í¯¯¯Õ_�ÛÛ¬��ÛÛ¯ ¬ ¯M¯ ¯¯ ÕÍ_Û ¬ MÍ¯ ÜPÍ¯Õ_Û� ÍÍ ÜP ¯V.¯¯V.
- ¦ . �
� -.
8oco
`` ' r �
` ´ FUTURE INTERSECTON Fi gure 3-2B 1 1 `
_¸� �
'ï �
Exi sting Lane Use and Traffic Con trol ¯orI To!!eo `CL are
_Washington, 0.´.
'ì ª)
15 ÞMW@
· ¯ r Î
¯ r ¦
1 6 ! �
mr+1tw
· ¯ r |
1 8 FUTURE INTERSECTON 20
FUTURE INTERSECTON * Hepresents One Trove' 'one
g SìgnO|ized ' ntersectìon
Q StOp Sìgn
¨C¯!|
W�Ils * PssocImes, lnc.
I. ^la~ ç. ··÷A."""NEI &'"A,, ,u.NE
2. N=¬.¬ µ:k�cA vr-ucNEI
"t """"'" """otNE
1.k¡:<o¾s.,,o«NEI
l,d 5:~ ct NE i.""<en "'vo",.NEI
RI"'""OIno:otNElChIl..,RQ.d
I.�,,,AY,".NEI
�1w·\o.dNE é.�ou'Dua,A,,.NEI
½Box&y�r""tNE
7.:uthDo<otA,onueNEI
GoIbto;:",,tNE 8. lUl' �o>d�B:�a.dNEI
Ro<C",al< ¼URo.d NE
Ý. TC,pI S", .oW�a.d NEI
¬ usow:A v eou�
III 1!1uU�a."NE<d�rtNE
rI.C1""1.,, NEI'tS"""NE
1-:.Lh O.�"A ×0mNEI
R;W�o>d NEl."l".,,NE
I!. :ou±D,ko""",,,cNE K • .,,drS,oo,NE
tõ.�ou¬C.kAv=·v-NEI
I-., S"."NE
17 iUl%l>dNEI<t!.coNI
Io,,,,oon Lc·�
oo,,, 1 Ïf
NÛ¯
F(I'l)
0« 7) A(1]
NBIO 8(11.?) A{uS¡
lBL 8(1 7 1) f(9OJ.)
�8 8(17.8) 8 (IO�) S�R ! �
OVERAll ¯{1�.$) �(S6.1)
O(J!�) A(s)
D (1õ3)
A(7_'
W�R "(O.�) A(u.u)
NBlT B(ILl) DÜ7]
SBL "(O�) C(2!O)
�8TI c E
OVIRAll A (5.1) C(2��)
A(O�)
AO.ò)
V0t1 l(li9) E(i2l) N3T D(i5.�) D(5l.')
Ð �l U
OIL F (In .•) C(lO.l)
CpO.!)
C(l'.O)
S(I5.» C(lV)
S(IOA)
Nil n C(l'.!) Cpl.l)
SSL "(b.J) D(lS.i)
%1 F{c.s] C(l7.j
sa� ô Ð
OYeI M(J7·ª) C (lH)
s�aaii>c IBlTR
NBlno.
1sL1�
S(IO.�)
C(la.O)
C(ll.O)
8(1 1.]) 8(1 1.7) A (73)
D(10.!)
0 (51.1)
EBlTR E(I".i)
WBLn E[0.' NBLT S(IH) SKT º
OVERAll C(12.5
0(�4.1)
D(lH)
8(It.l) !1
C(2l9
Sp,"""d EBlTR 0 (�J.O) Í(l7.1)
WBLT� L(.7)
NBLT S(IH) !8t1 &
a(Il) Oill>
OVEllAll 1.1) 10.1) ElTR I(ll.•) WUR S(17.�)
NSl¯ 0(^. 1) ^ {Sº
S(li.O) !(7!.El
NI S(I U) Í(i3.1) .Bln L L
OVEMll C{24) C(23.')
we¤
O(��Jl)
C(li.l)
E(6.1)
0(.7.9)
C(ll.�)
0(�9.1)
N8n C(lU) Í(44¡
S8l C(�.I) E(IS.11 S8TR D �
OVIPAll 0 ¼ J) ø(4U)
EÜLn B[l l.OJ
"�.iJ
.[1.5]
^ÍªI
1(16.11
B[IO.l] 1
0.91 .[1.0]
� (I�.�)
WSln C(ll.�) C(lI.i)
NBlTR B(ll.l) B(15.i)
SBLTR � ê
OVIIlL C(11.1) B(I1.0)
8(I u .•] A(^6|
C(ll.ll
C(14.7)
e (lo.oI
A (0.7]
C(/.8.7)
D(IH)
EB!\ B(I �.�) C (II.I) WBl A(S.9] ø(lv.^¡
W�T C(2i?) L(lll5]
NBL C(II.2) Í(H.I)
Nan B(!õ ) Ç(4.7)
,Sl 0(-165) O(IH) 5BTR Ð i
OVEIl C(ll.1) D 43.•) Sit'"Ii,o; oiln I(ll.�) D(l!.!) D(Q7
) A (.t)
WLTR D(iJ.l)
NelT A(i.O)
õß n ð ^
OVERALL A (".J) A ('.J)
E6lT�
W81� D(17.• )
NaLTR "(l.l)
O(l�.jJ
0 (06.5)
"'(1.7)
SBlTR � ð
OVCRALl A (4] A (4.7)
L(lHI
8 (I �.l)
F(é^)
W�L S (11.�) C(10.'1
WT A(HI FlI.^)
NBL !(IH) O
NS!! t £
OVCILl {2) B (l4.l) ¹ 1.4Y¤<1Mr<�× d�1Qon|¬¶r��ro7.•¼7¬^v>m«oJ¤�.
² 1 »n¬º��Þ =^¬, (,�¬ ¡·«¬··«¡o-~- �soÞz×h11Içr.×1¤.«¡nt�zrt¡or
Ã-¹94��1º4c.¡|4·ªr9o=Ntm�"'I."" :to¡|Þzr~z•••Rr�«¿W1º +º<V 1
Wdb' A"=""".Io<.
H'Lo,,,VI'.
ANALYSI S OF BACKGROUND TRAFFIC CONDI TI ONS Adjustments to Existing Trafc Volumes The existing traffic volumes were adjusted to account for the following: I . Reorienting the existing traffic volumes to reflect the planned configuration at the Riggs Road/South . Dakota Avenue intersection. 2. Modifing the existing cmmc count information to account for the redevelopment of For Totten Square, including changes to the existing driveways. 3. Applying a one ( 1 .0) percent growth rate compounded annually to all intersection movements to reflect 20 1 5 conditions. ¬. Applying a 0.50 percent growth rate compounded annually (or ten years to reflect growth between 201 5 and 2025. Trafc Generated by Other Planned Developments A number of developments are planned within the immediate area of the Riggs Road/South Dakota Avenue intersection. These include the following: a. Dakota Pointe. b. Fort Totten Redevelopment (Cafritz), c. Fort Totten Station Apartments. d. Emerson Street Townhouses. e. Fort Totten Square (current approval). Note that the Cafritz redevelopment was assumed to be phased consistent with the approved traffic:
study for the project. In addition, the background analyses considered the currently approved matter· of-right development density for the Fort Totten YÏLLb Ô^ó3L1ÏP¯L3. LL1
• 1~t:..1x0k1l¤M.·»·.<¬crs:ut ÂJ�
24 Preliminary Transportation Impact Study for Fort Totten Square Washington, D,C. Square property that consists of 85,000 S,F, of specialty retail space and 420 residential apartments. The number of trips expected to be generated by the adjacent development projects was extracted from previously prepared traffic studies in the area by Wells ¯ Associates and was based on the standard rates and equations published in the Institute of Transportation Engineers (ITE) with adjustments for proximity to the Fort Totten Metrorail station and internal trips, where appropriate. Development densities for each of the projects listed were derived from previous studies i n the area prepared by Wells ¯ Associates. The non·auto mode spl its were developed based on the data published in the 2005 Development -
Related Ridershi p Survey. by the Washington Metropolitan Area Transit Authority. Estimates for internal trips were made based using the ITE _
Generation Handbook, where appropriate A summary of the trip generation information is shown on Table 4- 1 . The results indicate that pipeline development would generate 88 1 AM peak hour trips (335 and 546 out), 1 ,043 PM peak hour trips (577 in and 466 out), and 1 2,659 daily (24-
hour) trips by 201 5 and 1 ,232 AM peak hour trips (529 in and 703 out), 1 ,595 PM peak hour trips (826 in and 769 out), and 1 8,099 daily (24-hour) trips by 2025, Detailed trip generation for all of the adjacent developments is contained in Appendix E. Background Trafc Forecasts Background traffic forecasts were prepared for 201 5 and 2025 by applying the ambient growth rate to existing trafc and the site traffic from the other planned developments, The resulting 20 I 5 and 2025 background traffic forecasts for the study area are shown on Figures 4-2 and 4-3, Detailed background traffic assignments for 201 5 and 2025 are provided in Appendix F. ÜðLk@tOuDU ÎututO LOVÐÌ5 OÎÛÐrVìLÐ
Future conditions capacity analyses. without Fort Totten Square, were performed at the study intersections for the 201 5 and 2025 AM and PM peak hours based on the reconfigured intersection lane use and trafc control shown on Figure 4- 1 ; the background trafc forecasts shown on Figures 4-2 and 4-3; and the Synchro/SimTraffic methodology. The results are presented in Appendices H and I, summarized on Table 4-2, and discussed below: Background 201 5 Intersection and turning movement operations under background year 201 5 conditions without the development are anticipated to be generally consistent with those experienced under existing conditions. Regional Intersections I . All of the intersections would continue to operate at overall acceptable levels of service during the AM peak hour with the following exceptions: • Rittenhouse Street/3'
d Street (LOS "F"). • North Capitol Street/Missouri AvenueRigs Road (LOS ¨L¨).
2. All of the intersections woul d operate at overall acceptable levels of service during the PM peak hour with the following exceptions: • New Hampshire Avenue/Eastern Avenue (LOS "F"). • Eastern Avenue/Riggs Road (LOS E)»
• North Capitol StreetMissouri Avenue/Rigs Road (LOS "E"). Local Intersections I . The Rigs Road at the South Dakota Avenue/]r
d Street intersection would continue to operate at an overall adequate 25 Preliminary Transporttion I mpact Study for Fort Totten Square Washington, D.C. level O1service during the AM and PM peak hours. Some individual movements are expected \ operate near or beyond capacity (at LOS "E" or "F") during the AM and/or PM peak hours. 2. The eastbound approach of Hamilton Street at the intersection with South Dakota Avenue is anticipated to operate beyond capaCity (LOS "F") during the PM peak hour. However, overall, the intersection would continue to operate at acceptable levels of service during both the AM and PM peak hours. 3. The northbound left turn lane of 1 « Place at Riggs Road is expected to operate near or beyond capacity (at LOS "E" or "F") during the AM and/or PM peak hours; although the i ntersection i s expected to operate at overall acceptable levels of service during both periods. 4. All other local i ntersections and their turning movements are expected to operate adequately. Background 2025 Kc�oncl lntctscctions
I . All of the intersections woul d continue to operate at overall acceptable levels of serice during te AM peak hour with the following exceptions (similar to 20( 5): • Rittenhouse Streetj],
d Street (LOS "F"). • North Capitol Street/Missouri Avenue/Riggs Road (LOS "F"). 2. All of the intersections would operate at overall acceptable levels of service during the PM peak hour with the following exceptions: • New Hampshire Avenue/Eastern Avenue (LOS "F"). • Eastern Avenue/Rigs Road (LOS "F"). • Norh Capitol Street/Missouri Avenue/Riggs Road (LOS "F"). Í0C0Ì Intersections I . 2. 3. 4. •
The results for the local signalized intersections indicate that all of these locations would continue to operate at overall acceptable levels of service during the AM peak hour. The Riggs Road/Chillum Place intersection would ope"'te beyond capacity (LOS "F") during te PM peak hour. The Rigs Road/South Dakota Avenue intersection would operate near capacity (LOS "E") during the PM peak hour Al l of the turning movements at the unsignalized intersections woul d continue to operate at acceptable levels of service during both the AM and PM peak hours. YLLð wPh>L¹Í F¯L3· ÍLl
Preliminary Transportation Impact Study for Fort Totten Square Washington. D.C. Table 4-1 Fort Totten Square Pipeline Trip Generation Summary
' gNLU¤yr PM Peak Hour We�kdax
Project Si2e Uoit |N OUT TOTAL |N OOT TOTAL
ADT Year 20 1 5 I . Dakota Point 1 70 LO 9 41 50 40 1 9 59 644 2. Fort Totten Redevelopment (Cafritz) |i7ed"Ose 1 43 1 75 3 1 8 281 245 526 5,390 3. Fort Totten Station Apartments 308 LO 1 4 54 68 53 29 82 876 4. Emerson Street Townhouses 75 LO 3 1 7 20 1 5 8 23 247 5. Fort Totten Square (current approval) ||xeo-O:e 1 66 259 425 1 88 1 65 353 5,502 Total Pipeline Development Trips for 20 1 5 335 546 881 577 466 1,043 1 2,659 Year 2025 I . Dakota Point 170 LO 9 4 1 50 40 1 9 59 644 2. Fort Totten Redevelopment (Cafritz) |Ixeo-Ote 337 332 669 530 548 1 ,078 1 0,830 3. Fort Totten Station Apartments 308 LO 1 4 54 68 53 29 82 876 ^. Emerson Street Townhouses ¯b LO 3 1 7 20 1 5 8 23 247 5. Fort Totten Square (cun'ent approval) ||x8d-Osc 1 66 259 425 1 88 1 65 353 5,502 Total Pipeline Development Trips for 2025 529 703 1 ,232 826 769 1 ,595 1 8,099 Notes: ( I ) Trrp generation based on prevlouls
y p|epared tra¤icstudies. Wel!J - ASSOCiates, Inc. McLean, Virginia
27 _bO OO_O TÇ U ¬ PU ¬ ÛÍ ÛÛPÍb O UJ× WG
A wu ||Qu|C 4-1 A t
|U\U|6 LCnô U5ô unU 1|CÎÎÌC LCD\|Ol ¯ort Tctteo s�--
_¬os¤:tiçton. 0 .
a��L 1
A¸l
¯ -l \
| ` `
A¸l\
¯ ¯ ° ¬
< . v - .
" ¯ ° "
< l ·.
` ' ì
i' Îi
- Represents One Trcve¦ Lcne
g oìgnC|.2cC I ntersection C Stop Sign �
¯ ' |
¯ ` Æ
`C¯\0
�WolIs + A¤¤o cíatas, Ino.
�I _J_OÛÛO*ÛÛ_*Û J\JJ _ ¬ ÑÍ ÑPÍÍ ¬ ÑÍ PÍÍ ¡.¡Q1.
- | . .
`` ' ´
K¤c¤
Figure +¬TÛ
· `´�
ì ¯0ç_
Future Lane Use and Traffic Control Fort Totterl Square Washington, L.L.
Ä Ö%
5v«c\
· ¯ ' �
· ¯ ´ ·
� Represen ts One Travel lone g Si gnal i zed Intersection = Stop Sign JP
¯ ´ í
ÕO0Õ
`O¯|¨
�Wells Ñ AssocIaIes,Inc.
L }FL�QQ �Õ} Õ 1 1L11¢ ôQUAH}�4 Ï L GHL .C. C
Fi gu re +¬zP
Background 201 5 Traffic Forecasts ÍOtT ÅOTT6D Souore
¥usbInqIon, Õ.L.
ts):· �
J5/uu1~
·):·,
ª.· �
sc·¡ ·· : ` l ´ ��<
= �~
q Q1w¤1æm
· · :).·-
:s.)c.. 9'+
¬�¬
·-¿· -s
· ,îz ¸
r°c
*¬-
. · . -s�
- s ·i s ¸
u~¬
. | . e)· �
·s-__,c.
: /õõ
¬2D¸Dô
'.·)-
~ae)4s
sa/¡z
` | ´ ���
m�¬
-· .�s:s
_s.s .:s
` | ´ ��
m÷¬
· · ·- .)· ¸
�¬¹
• . | . _ c�
:a ···"
·c).· ¸
¯-¨
. · . ..,.
»)a ..,. _
. | . t/
···):css
aia)· i : ¸
t : ~ ° T <
ooo/ o
• ª\8/0
¬1ê_Jz
` ' ´ ���
*-·).«
:5 21
` ' ´ mCC
` | ` ¬mm
·..,.·
�:a�:)s-s
`¨··
A×¤cíatu,¡ne. � L ÍJL �ÛÛ ÜÜ�Ô ¬ ¯Ü ¯¯¯ ¯^h¸^ ¬ ÜH¯ h^HL¸ÜÔ ¬ h Í Û ·Ü ·
Û/. �
·¸.
43/\7
` ' ´ _-
:�º
.Í ,
°¯7Õ(@
:24/207
/ � ´
J76/947¬ @74/77Þ¯
¯>>
Î1¯
v¬+
^mo:
MJ ^Ü¸JJ(Ü
JÜx Üx
978/\723¬
` ´ \<7/\79
FUTURE INTERSECTION Fi gu re 4-2B 1 1 í � ¤ ¯ ~
\1!`
¯@/4
. . ¬-((yÕ^
2E -b¬
Backgroui nd 201 5 Trafic Forecasts ·o·\ 1c!en 5quore
wueo' ng.cn. 0.C.
':···
. Í ,
�o 3+
J2/3õ�
¹ î ´ 589/t206 ¬
y±Ï
�°¯
1õ ¬
� ¯=:x¯yx1
¬25/5
_i Üõ/7
32/47 ¬
` | ` 2/5~
¯'¬
ì´´ `¦
¯ cv
�¶Ô/
-¬�
~lu/2
\ ]/3
ÔÛyJ Üx
` ' ` /
zs zs �
FUTURE INTERSECTION 20
FUTURE INTERSECTON " ´
³ ! ÷ "
North �WoHo +Jz-o<...... •••¸_
O ¸íO1>¸�111 �DÜÜ¸Ç· � 1L¯l× >¸�Ü¬ ¬ ¯ P¸�Ü¬ ¬ h¯ hPP� .Ò=. uAÞ|L0d8Dnw
Fi gure 4-3A i
Background 2025 Traffic Forecasts ÍOrI ÅOT1£H `ÇGCtB
WUSDÍOQÌOO, 0.C.
¥^¬
12o �
.· .,:· _
¿·)¦
` ' ` ¯¯Ï
¾! ¯V
¸ ¬--^"
~�¬
`� ~
"�º
�123,2 9 Y*¹
M Þ¹
!77/222 �
.:.,:-:-
.o.:ç _
:-¬..
�¯°
rWÞ
`/¯
· ··· -
· ··,·.- _
.. ·.,..·
¿·.·
` | ` >¯�
¬21!3
¿·.
` ` ��
' +,C
¬?0/+8
¿.s,·.
` | ` ��<
¯¹�
-·. :+· -
· ..:.¸_
�\ 0/67
-· . .·,:-·
_·.-,...
` ' ` m<c
~¬o
¯�:
~-¬
' ¯¯ ' ¯
·· ·»-
-,·_
¬G�
. | . -,· · -
·.,··-~
..,,- _
S ¥-
v0:m
. | . ..,: -
·«,:-
·,+_
~¹:
8o8/¡s¡~~
..-.··._
´ : ' � �
c..,-cc
. �50/29
_sa 5
` | ´ <
m" .m ¢¬*
�+25/256
.·.¸.·
1 5 2l
¿..,.
` l ´ =mm
¯^*
·¬1
'...·.
¬1 \21/1034
¿-,.
` | ´ mm�
`O¯!|
�W eIIs• Pssocates,lnc.
}O¯S} OO ~bbO ¯ T¯ R} R} ~ HF¯ RAP D6 DYC
�'�2: `w
� ` ' ` 0/0_ 0/0
`~r
I� 1
c ¯ ~rµ
�syz+ r «
-682/621 ,
207/JI6 1 1 1 /185
� ` ' ´ J97/1001 ¯
Æ1P
2¯�
-l S70/1}12 r
1077/1869-
` ` 164/205
, ¬.
FUTURE INTERSECTION Fi gure 4-3B 1 1 !
/'¯
27 48_ ¸
"s/S
¬7/¯¤
Background zÜzÜ Traffic Forecasts rC!\ 1OT1tI Sqoo·-
Yosn'oqto¬, L.L.
�'¯
"3s/18
"J/34
� ` ' ´ 678¿
490_ 9/42
1 tpvÇ
~´`
Ç1¾
*¯÷
L7æ o L28/2J
_26/6 ,
1 1 1 /75 lJS/Z72
� ` ' ´ Z/O -
, ¯¹¯
¯c`
zñ s
¯ "C
1 õ �
'·.·7
¨�¬
¬Ç"
-,:/2
'~·� ¯'
'l/} 60/�1 � ´ ' `
, rvC :
¯o¯
¬~<
1 ö FUTURE INTERSECTION 20
FUTURE INTERSECTION ´ ´ ' ° 7 <*
`O|¹'
�Wells Pso�I¤t .,¡nc.
s¢cccu cf�
¡¿¿ÿl l C
b:w ¼ O ¼MÞ¹
¡.M�W uu¥
Vº �¼ O
1�-) F[¡¼3]
LmAN� VM EQ O[¹G}
� 'Vª^ ^P*
fÆ Þ(¡J,¶
^W³
WL ô(¡J.l) Fþ .·6)
>ô ß¹¯.Þ| ß[¡0.·4|
1M ïMVÌ
� VVtF7M C(2¥}
2. H«~Ham pbs ^vw^
³T¹l�°
H L O(J?·¹| D(¼.']
� w¹rHE �L P1'." P{Ïº]
Y ^Ñ P�0|
N�¯ b[lJ.J] D{¹7.¶
1� At0A CU()
>Å &U¼ Ò
V6XLL A .1) C(J5.�)
3 w hcmc5v «ctNfI S·çol¡uc 6� P(¸| A(:)
leO&~: HE •• A(0,6) A{0,�)
�L F{l 5º| f(63)
�1 D(�5¡ D(3J.3)
ÜJËJ
C(J0.J|
·.ëa¬A�Nu VQzllæd �T
~VP²
C(28.7|
üou-n�t�&:� Y 8 IT C(29§ C(l6|
�k S(J51] 1(10.'1)
M�¯ C(2Y) C(3J.J|
Wt ^{º
¹| D{J5j
WT ^V
C(2.ÿ
Wß ÊW½. 1I
VYfL B l7.4) CÜÌ
5LA¬NÐ
% �W B(¡0#) B(¡¡Oj
%Km W fQ¶q B(lt.J]
Y AP·Ö ^V�
H W CÜ¹ ¯Û¯
$ M18
Û IËÖ
OY C(J6 ¶ D(5
6.!nmh Oat·�¬A¬NÐ ��¤ t�¯ ��º+| O {^>|
¹5rME YT ²{'º D (íJ
NN 1k ß11-) S{l9.5)
UL Ã
� L(7J5)
7.Soh DxouA»cnuuNB $gnVl2¢� W�¯ O {¹J.6] ¯ {/)
LMóMÆNE WBLT� 0(Jº.7| D{J7)
NÞ�¯ ß(11.5) 8(11.1)
$8�T� ô ^
YKL (�.l| B[l0
Ü. Ý¡1 �D3O WW1ÍI K dNH y n«lu« l8LT ¯{2J] A(q)
�·×J·Ce«�CmRoHE Y8LT� 6(1 1.1) ¤{l�T)
HT O(¹·°.l] I(¹8A)
NK B(lJ.8] O(+JJ]
�T ÎG¾ 1U1
YWL� (JY C (JJ.8|
Ý. ÌC��: kuN
²*ª"Pº WJ O{48Q D(¹7°)
H¬nA·N Y¯K CU4.1] C (?¹°
H8 €{1t] D\³.`1
¹¹N
O(¶|
>% LÇ¶¡ IO¡1
W� Ñ Ü35åM
V`Æ D .2 ^ º�Ì
¡0.O�wHm •� t¬rm M� � 8[¡3] B¿l0@
¯ Å ¯
A lf.C�Fb�m5uM� M t8 Al±) A
l!¾
^ ´
lClu¬ PlaoN¿� o:dNe �¢¹ Ml C(¼I] ß(!�^)
W CÇl?) C(2l.�}
"1lll ß(l5l) 6(1 1.1)
� JR 9Ud ¤
C J.J o lJ.2¤5uomNU'3m5ct:cvNI !� t8 8[10.4) � [l0.0)
.) A u)
14,:"utD.koaA"",e "tI 9g�mJ OL C (2I.l} C{26/
Kl@:ßoad Nur S"eetNe 68 C(l.7| D(H4)
�8k S(l5¶ C(Jl.5)
W8L A{¶) D(l�,O)
W C {23.°| U(ll,S)
H C (11.) O(�J,$)
�¼ ß(l60j O{^7²)
� O{46.3] D(¿)
W¯ ÜU9U Û2Ö
Y~ C J.1| O {ºJ.9|
l5. �OP¢m
5U1k C (J3.°| D{J°J
Xcnnt¢5ucc:tE WL O(ª1( O(¶)
H�T A]6¶ A Ç)]
�¼ ÊÜZ Ê
� ³· A(|
t6$CA¬ND
²²º
WLW 0(l1p)
D(µj
HW tME �LT O(.¯Q
MYP³
HM3K AU^
A(4.¹J
�¾ ÊVÖ Ê
A 4.7]
l7 ~�oadMElrrN
¾ tÞ DO!| ß[l8|
U O(4.S) ^\4^
W8L ß[l1.S) CØo?)
�1 A (* A(1ºl
^¤ E(¸3.8| ¯ ((¶
N Å 131æ
ALL C o l^.J)
! ie×eL. çI@z L-.e:oy o «~�:�«¬o 7 8vìì«71»va r¡·c¬ e
2Ww¬�)¬--+- er ,: r*MÞ04m~ z·�« · «·0·¡«··rtn¢ �.eiiwszo
:u --.:-¡¬t+u ¡¡. ¤z rzÞ¬·«8D�o-ør �·=«»o: WI¬N �nw� mteuP�-<w1&
¤vr¤ � M1
U(8| Ï1 ¯
F(¡¡3] ¶(�9.T
DÇ33) AÞ·�
B(lJ.Q A# )
F(¡½.6|
B|l8?] bÍ¡¤Á
£ &üJ
D ��.8] • (ß.5)
D{¾0) O(J6|
S{I5] Û(8.:)
^I¤.�) A(0+)
S{l?.¹] D{+L¡
^K1} C (J1.l|
<U= ^
A 5.8) C(3)
"(0,9) A (+}
" «l,�) " (0,1)
F(l96} |{43I}
O {½7| F (K°)
=JÛº Ü½ÛÕ
J.] C(l.�]
C(±7] C (lH)
C(J°.¹] C(ll.1)
1(ll.1 ß(l0\
Cll] Ç(¹1.1j
A(7.1| O {J6.0|
A{)¡ ¯10l)
±Ü 1!1
B(l8O] C(2]
B(tJ.¶ E(¡7�]
MÍ³
B(¡4}
^Ý^ AV=¡
CUÑ E(6Æ
D 15}
F{ll8¬|
F(l%7] O{1«4}
C(2l| C{l27|
ÅÍU2
C J1.
D {¹5D| l\¹×]
O {¹0.l] Í(l4.0]
ß(l J.J] S(lJ.7|
^ ç
Û lJD| B l1.�|
C{266] A(°.l|
cµ&é) C (l�0]
O(�| I(87|
B{l4] E{57.|
C 5]
l ü�) F(3o1]
l(l 16.6| Ol+~}
�Þ»1 �(>8.^]
D (yQ
¹ F| Y.J|
8[lIj
l~ l )
AII¹ ^Í¯
Al8³ 8
¯'¹�¹!
£t6º
¯O!} c(14)
1(l3·.Q ß{l3·.b|
D l.1]
�[1 1,1] �|l0.7]
^ [.)
D (+4.8) O(1Fl]
C(2°.3] Ç{11)
� (1"1) Ç{18]
� (l�.2) F{�`þ
c()z.}} ¯ {��´|
C(3l.0] |(SS}
»(O¤) D Ø+)
f{é9.i} F{l l l.£|
|J>.>) D (50.3
C>.c) O {ª.>|
O(+J� C (+1)
A(J,I) P|³|
&1± <±Æ
Ap) (¤=)
OÝ ¹Î fÜ1
D!J¤·51
^Ü� ^(³¯
f ÔI
A(7.l| C)
D{.l) C(2J|
D(J8.þ » t7·¹
8�17.", ¯Oí)
A(.ã) " (1,1
l Þ·� C(ó:.5)
9LW LÜ3Ó
C { b| C(1.J]
11$£ �
O[4l.}
f(!5g
D[3&]
ß(l4·³\
C[3Rl)
8|l1)
D (5l)
D (�I) C{l7J)
P{µ¶
ß{l 2]
A(Ill)
A{l. |
A{ç)
F(.1l.5)
O {5J.5]
!(tlYi
C{1?.9]
8{l6|
C1¹5)
P{ª·J
<±=
B(¡¢]
²lPªÌ
AP·T
C{¾9|
D{5)
F(l38.J
I (l¹1.2]
C(J2l]
D(4T.7]
O(+0)
O(!0�)
ß (l�.0)
ñM=.
S {l1.8|
C{27.6|
C{J¹)
D(:1.!)
E{l4)
&Û2
D 5|
F{l75]
I(27+}
£(6¹¶
6Q1}
C( 191}
M1Ä%
!l¹¬ºÎ
A{l×j
>Øu
C{J7.l|
C(1lj
�{l'1
C {19.l)
�l l ¯ (�73}
C{10.5]
ô{lA]
CÇA.0)
CÇ(/
O(37.7]
1 (".1)
Ü½À½
C (1T.1)
O�l.J)
D(1.l|
8(13.9]
B l4.
Ol+³
D(379¡
Al¹º
.³)
L{7°·8|
~\ª'J
8 11tJ)
1(1 0.'1
F{l^9)
?[J °'Y)
FØ+]
8[¡l.ô|
A{0.6|
t¢W2ç
ß(¡0¶
F(l0w]
DQ7A}
P�.l|
£(æ}
Oil!,')
�,01
^(0·Y|
E(6J,5|
E{¢JA]
! JJ]
L(78/
L(¼?)
B{J0,]
D[4lJ)
D(17./i
C{J20
C(JfJ
0(¡6©
AV·N
¹Ý².
F(l14]
F(l06º|
CQ7·7J
D�.1·)
D(40}
D(173)
O[J8.2|
Þ(l4|
Þ(l^·¤)
ß{l 0,9|
O(þ±}
F l°ª¹}
6(75.1)
U(^l·7)
F(l J)|
F(l4l.�|
r(bº|
L(64 ¶
Jll4]
F(l0¡.1}
8]¡¡.5]
A[l.0[
*(10[
I{l�l.l)
F{Ýº.'l
8{l5]
·� [l .Y A D{J7.J|
�{55.7)
t{·^|
I(217+)
O{�,7|
£0v)
D Jâ.ýl
F(Il�¹)
ÛWÕ
FÇ1A)
F{J$$.7|
~Û*!
BJl�.l)
F0 9)
0{J6¶
01J.t) A(81)
CÜJ|
PI?.l)
îÜ1)
!³¹
V�+·^.·vccc:.kc
rcL^Ygìoìz
ANALYSIS OF TOTAL FUTURE TRAFFIC CONDI TI ONS Site Trip Generation Analysis The number of net new trips that would be generated by the Fort Totten Square redevelopment was estimated ·based on the observed trip generation and ITE's Trip Generation. Eighth Edition. The existing trafic counts recorded at the site driveways indicates that the former SunTrust Bank at the site generated 25 AM peak hour trips ( 1 2 in and 1 3 out) and 34 PM peak hour trips ( 1 6 in and 1 8 out). Considering full occupancy of the 85,000 S.F. shopping center (as a specialty retail center) and 420 residential apartments, the site would generate 425 AM peak hour trips ( 1 66 |n and 259 out) and 353 PM peak hour trips ( 1 88 in and 1 65 out). Traffic generated by the proposed anchor retailer, retail space and residential buil ding was estimated based on standard ITE trip generation rates and adj usted to refect a non-auto mode split. Passby trips were estimated based on data published by ITE and applied to the PM peak hour. (The ancillary retail space was combined with the anchor retail space for purposes of this study). The anchor retailer and combined retail space trips were estimated assuming a conservative 1 0 percent non-auto mode share. Based on these factors, the 1 30,000 S.F. of anchor retail space would generate 1 95 AM peak hour trips ( 1 1 0 in and 85 out), 388 PM peak hour trips ( 1 9 1 in and 1 97 out), and 3,81 7 daily (24-hour) trips The 350 rental apartments would generate 1 1 4 AM peak hour trips (23 in and 9 1 out), 1 36 PM peak hour trips (89 in and 47 out), and 1 ,459 daily (24-
hour) trips. This assumes a non-auto mode spl i t of 35 percent. The proposed overall project would generate 309 AM peak hour trips ( 1 33 in and 1 76 out), 524 PM peak hour trips (280 in and 244 out), and 5,276 daily trips at ful l buildout in 201 5. ½LLL3 éA5óL¹¡A¯L\, JL¯
• 3ª11.1NÝ¯W1Ô�.Â�Ý�Å1Þ�ÁÖ¶~^ª
35 Preliminary Transportation Impact Study for Fort Totten Square Washington, D.C. Accounting for the potential trips that could be generated by the site, the redevelopment of Fort Totten Square would result in 1 1 6 (ewer AM peak hour trips and 1 7 1 more PM peak hour trips at full buildout in 201 5. T rip generation estimates are shown on Table 5- 1 . Trip Distribution Analysis A trip distribution analysis was prepared based on a review of traffic counts along the cordon of the study area for residential uses, an evaluation of census data and households for retail/commercial uses, and previously approved studies in the project area. The household data was factored for frequency, competition, and vehicle availabil ity. The following distributions were used in this study: To/From Retail ReSl North on Eastern Ave 1 0% 1 0% North on NH Ave. 4% 1 0% East on Rigs Rd. 1 6% 1 0% South on Chillum PI. 3% 0% South on Ga lIatin St. 5% 2% South on S. Dakota 1 4% 25% South on N. Capitol 5% 1 0% We;t on Rigs Rd. 35% 28% North on N. Capitol �
5% Total 1 00% 1 00% Site Traffc Assignments The site-generated traffic volumes were assigned to the public roadway network according to the directional distribution described above. The resulting site traffic aSSignments are shown on Figure 5- 1 . Table 5·1 Fort T onen Square Site Trip Generation Summar '
8M Pea� PMpeak HOrlr
ITE Weekda land Use Code 5ize Units IN OUT TOTAL IN OUT TOTAL ADT Aponment 220 350 DU Vehicle Trips (Total Unadjusted) 35 140 | 75 | J7 73 21 0 2,24S TDM/T ransit Reduction :
J3% 1 2 49 61 48 26 7. 786 . .... . ...= ...
Exrernal Vehicle Trips (External · TDM Reduction) 23 91 | | 4 89 47 1 36 1,459 Free-Standing Discount Supertore 8 1 3 1 30,000 S F (GU) Vehicle Trips (Total Unadjusted) '22 93 21 7 294 305 5ºº 5,891 JMmosirKm~¯
1 0% l 2 1 0 22 29 3l 60 58º
.... = .... .. ...
Eternal Vehicle Tr
çs (External . ¯|Reduction) I | 0 B5 '95 265 27. 539 S,302 Pís-byTriçs
74 77 l S I � . ...÷ . ...=
New External Vehicle Trips (External . Pass-by) 1 1 0 B5 195 1 91 |º7 3BB J.5| 7
TO¯ALSlTE GENERATEDTRIPS 1 13 I 5 309 280 244 524 5,276 �en�ration Com_ar|son
Matter-or-Right Zoning (85,000 S.F. Speialty RetaiIJ420 residentil apartment- HELHEWtrips) 16. 259 425 l 8
, .5 3
53 5,502 Diference (Proposed vs. Matter-or-Right) (33) (B3) ( I I .) 92 79 1 71 (226) Notes:
I . Vehicle trips �neta1ed tI�ing Insirule of ¯¬n.pc+iOn În_)nccr1 (!TE) Trj¯@e¬tlCn Eighth bdtttOn.
1, Mode split bZW0 On2ÛÛÓ Development-Related Ridtmhip Surey ÎlnaÍ Report. WMATA, March 2ÛÛb.
J. P�1by tl'ip estimare from ITE Trip ¯cn6rßtIon Handbook. Second LdÌtIOn, land u$q çdc þI ±(F"ee-Standing Discount Supertore) qnd reflects aVcra_c rne.
N�ÍÎ5 ^ F5O£:31�•. Î^�.
'-0/0
�¬8
, | . -0/0 ,
¬GB
, l . -
0/0 ¹
v¹¹
'»¿»
Æ¹¹
m_¸43
, | . _» »
�� '-
<V¹
• • WA wo Rm •
t¤ s
·_µ
´ l ` (0
_ e¬e
% � ´ l ´ "·¯
u/u ¯
4/10� ` l ` 35/39_ 0/0
10/20� ` l ´ 0/0-
./0 ¯
9/5 .
'/5 ��
':¿:
a/a , | . .·¸·.
�` ¶
õ/§
, ¦ . -0/0 .0/0 Km K � �� � Ro Â¾4
J ` l ` z,s=
e¬¬
e � ¯¯
o� ` ' ´
J9 +9_ ¬ee
o - ` ' ` 0/0-
ajO ¬
¼¹¼
O/O� ` ' ` 0;0_ +/6
� � | ®
® ´ L
}H ¯b�ÕÕ ��Õ} ~ HÕU^Ü ~ H UHl � U�l .Ü= .
. · . ·).
Îw�
. · . c.)·:.
.)·¯
-·)· ·._ .).
| . l
`^7
+a)a
:)·
` ' ` c
-:s)··
·:):·
` ' ` �`
¼ •
-:· · /º
:t)s
-·):+
' ` ��
Figure Ü¬1 Ü
1 1 Î�
ÂÂÅ
«0/2
s):t
b · .-
~C×
Site Generated Net New Peak Hour Traffic Forecasts lCfI +OTc0 `QLOrc
YCSlllQCOl, L.L.
:)·:�
` | ` ::
)- ¸
¬� ^
t)a�
` | ` 0/0¬
�¨ 28 ZÛ
´ ´ ° ' � <
coo,ccc
` | �
+:)a
.·)·.:
|C|¹'
�WeHs + Åßßoc.......�
Total Future Traffc Forecasts The 20 1 5 and 2025 total future traffic forecasts. with the proposed redevelopment, were developed based on a composite of the background traffic forecasts adj usted to reflect the elimination of the existing traffic currently generated by the site and the new site trips shown on Figure 5- 1 . The resulting 20 1 5 and 2025 total future traffic volumes for the study area are shown on Figures 5-2 and 5-3. Detailed total future traffic assignments for 201 5 and 2025 are provided in Appendix G. Total Future Levels of Service Future peak hour levels of service, with the redevelopment, were determined at the study i ntersections based on the reconfigured lane use and traffic control shown on Figure 4- 1 ; the total future traffic forecasts shown on Figures 5-2 and 5-3; and the SynchrofSimTraffic methodology. The results for totl future conditions are presented in Appendices J and K and are summarized in Table 5-
2. Total Future 201 5 Reeional lntersections I . All of the intersections would continue to operate similar to those reported under background conditions. The Rittenhouse Street3r
d Street intersection and the North Capitol StreetMissouri AvenuefRiggs Road intersections would operate near or beyond capacity during the AM peak hour. Some individual movements would operate with slightly less overall delay si nce the there would be a reduction i n overall vehicle trips when compared to background conditions. 2. All of the intersections would operate at overall acceptable levels of serice during the PM peak hour with the following exceptions (consistent with background conditions): •
¼|LL5 G A5ò\L¡¹ÃL5. LL!
39 Preliminary Transporttion I mpact Study for Fort Totten Square Washington, D.C. • New Hampshire Aven ue/Eastern Avenue (LOS "F"). • Eastern Avenue/Riggs Road (LOS "F"). • North Capitol StreetMissouri Avenue/Riggs Road (LOS "F"). Loco/ Intersections I . The Rigs Road at the South Dakota Avenue/3r
d Street intersection would continue to operate at an overall adequate level of serice during the AM and PM peak hours. Some individual movements are expected to operate near or beyond capacity (at LOS "E" or |', during the AM and/or PM peak hours, A slight reduction during the AM peak hour and slight i ncrease during the PM peak hour in overall delay would be realized when compared to background conditions. 2. The eastbound approach of Hamilton Street at the intersection with South Dakota Avenue is antici pated to operate beyond capacity (LOS "F") during the PM peak hour but at overall acceptable levels of service as i dentified under background conditions. 3. The Horthbound left tum lane of Ì`` Place at Rigs Road is expected to operate near o-r beyond capacity (at LOS ´L´ or F) during the AM and/or PM peak hours but at overall acceptable levels of serice as identified under background conditions. Slight modifications to the signal timings upon site buil dout can be made to improve delays compared to background conditions. Totl Future 2025 Regional Intersections I . All of the i ntersections woul d continue to operate at overall acceptble levels of
service during the AM peak hour with the exception of the Rittenhouse Street/3r
d Street intersection and the North Capitol Street/Missouri Avenue/Riggs Road intersection, consistent with background conditions. 2. All of the intersections would operate at overall acceptable levels of serice during the PM peak hour with the following exceptions: • New Hampshire Avenue/Eastern Avenue (LOS "F"). • Eastern Avenue/Rigs Road (LOS " F"). • North Capitol Street/Missouri Avenue/Rigs Road (LOS "F"). L0CUÌ Ì0@5C_Í0n5
Ì . The results for the local signalized intersections indicate that aÌÌ of these locations would continue to operate at overall acceptable levels of service during the AM peak hour. 2. The Riggs - Road/Chil lum Place intersection woul d operate beyond capaCity at LOS "F" during the PM peak hour. Signal timing changes would provide a benefit at this location to reduce overall delays for side­
street traffic. This results in an overall acceptable level of service under future conditions. ó. The Riggs Road/South Dakota Avenue woul d operate near capacity (LOS E)
during the PM peak hour. §/CCC55Intersections I . All of the turning movements at each of the proposed site driveways that are anticipated to operate under stop control are expected to operate at acceptable levels ·of service during both the AM and PM peak hours. 2. Motorists using the ó'
Street driveway serving the retail parking garage would utilize gaps i n traffic created by the trafic signal at Riggs Road. The results of the future capaCity analyses i ndicate that the additional vehicle trips generated by the redevelopment of Fort Totten Square would not •
VLLLb ~^bð!¹1^ÄL3, LLL
Preliminary Transportation Impact Study for Fort Totten Square Washington. D.C. have a significant impact to the roadway network when compared to background conditions. The major i mprovements currently under construction · at the Rigs Road/South Dakota Avenue intersection would effectively mitigate the future traffic forecasts in this area through 2025 while providing a pedestrian and bicycle friendly environment. Fort Totten Square site trafic will also be reduced though the i mpl ementation of a comprehensive Transportation Demand Management (TOM) plan as described in the following section of this report. } }UU1~ÔUÛU ¯ ¯TE ARÔU^ô ~ ¯ AF}Û^Ô ¯ GR .U.UT YQ
|NoRNAM8=R.w.
BAv �1nS�u.w
Fi gure 5-2A Í
Total Future ZÜ1 Ü Traffic Forecasts lOl\ JC1\6r lÇÜClt
YOSlll\_lOD. L L. õ
Ì�¯
. ' . LÒyS U �
Ò+2yJU1b·
Cy(! ¬·
'·s:..s
--·:.s-:
,··. · ` ' ´ ~~¬
¬ c =¤r
çI41ð1B
ºM" �m�
"·--..».
¯�'
¯:-s..s.
r`'
11Uy2T(�
` ' ´ 2b2ybÜÜ¬
ÕyÒ2
1¼¯
¬7oOy1 Ùd
¬-�
Ô¯yÜ
Ò7y1 Db¬
` ` ..s._
± Ï
í m*u
¯l +yD
. ' . ¬bby^b
+y^U �
` | ´ ^
17Ô 1 ñ9 ¬·
¹^Í
� + c�
`´!'
`¬m
¤+¬
. . . ~1 C¸bÒ
Ó\1 z+7
Üy1 �
` l ´ ·-·..··»-
.»»..:
MT¯
. | . m t=o •
´ 1 T ^7 ¬
Ü.T ·¬_
¬*�
�¡ Ü �
ÒÛ 1ÒÒ
1Üyÿ·
~¬«
. . . � WV
2byÔ �
UyB÷w
*�¬
·..�
·.«....»
" _°
�¯ ~:
º ` < <
7 «�
uuu/u0u
'>.:·
-. :_::
_^> 62
�`¯
"Û!y7^^
+2os/zz
_\6/zì
` ' ` o¬C
¯î¯
^1 T y
×1y1"
` ` ` ==
s:,·:
^1 Û ÁyBbT
` | ` v��
` ´^
POi¹l
�Wellß• AsocIale, ¡Bc.
¯. Í ÅÕ_ÛÛ "�\\ TO Õw_�Û " PÎ �Û " F AF ÿQQ ÿ ÿ,
1 1 Í
�` �\�z¢
¼¹q
,u 0 + /¹ Þ
-/°
` l ` 0/0¬
`' ` ' ` 2ð U-
2/6 �
,� ''
¯¨!´
¬6 1/509
>l 1 7/@l5
` ' ` ð76/Þ45÷
¯¤>
¤74/77õ� c
17 ..¸..
º62
1768-~
` ` �
1+ /I 79�
¹¯
�1s/ô
«J/.4
' ` æ�
Fi gure 5-28 Total F u tu re 201 5 Traffic Forecasts rOf1 Totten Square ÝQSRtDQTOH, Ü.L.
+¢v
·^ g 33/t5 �ww
.¦�
·.¿·· -
` ' ´ 579/! 1 0~
25/43�
¹¾V
. | . ¬25/5
\06/7l
Jz/+? ¬
` l ´ 2/5~
~¬¾
/¯ (¬ ðð�
7¯ z5 ts
, l | ´ 0/0
· . ´ ´ ' ° ÷ �
ooa,«oo
¹ Í C*
'·.,.
<1 /2
` | ´ v�C
�+/µ
4^/!6!
l ´ .
|C|¹¯
�W¢lt8 + P••ocia1••q I . Æ,
O _lO¯Ü_ OO �4 ¬ ¯O¯�r1 ÜÔ ¯ Ål_ºU ¬ ¯ lÜ O O, ,
mN4P8WR.h.
u&u0m8D·×IY
Figure Ü~ÓP
1O\Ol Íu\u|C 2Ü2Ü 1|O!!l0 ¯O|ô0C5\5
lCr¯ ¯C!EO Vosn'·g|on. õ
17¿¸
ß/i ,¸
u/za �
` I60/97
~940/666
I7/I]
` | ` �
+C^
~*¬
`l20/222
v¢¬
. | . ¬647/395
122/222 ¬
` ' ´ 3ou/esc ~
S/ðð �
\I ª �¯|
8 an/ì e+~
!q/1I
`¬· º
^Ô4
. l . 41/50
^/Þ!¯
1ð4/19u
, | . «_·
õ?5/1 4 e _ ! I J/69
` ´ ��
¶ I4/5
¬°0/+
55/1ð
` | ´ ¯¹W
"w¬
": 0767
~: ¡ +�:002
` | ´ ••^
`¹>Z7
°Å¹
. | . ¯
_ô6 6ô
` ' ` ¯
I 2 49-
¯¯¯ �
Y+ ·
¹�3 �
×�� `+2ð/256
,'¨²'
/ 11/25
ÑW¾
, | . zÍ/�
I0/9-
! 7/ð
9 �m .�
<¯-
7º7/I 22�¬
Ûæ/119 �
´ ´ ' ' � <
` ' ` ÅM¯
'· :¸·::
~: 2 6
22/:ä
` ' ` `^�
64¿ð5
~\0 J/1062
_ô/J
` ' ` �
íC|¹Í
�WeHs • A&&ocI&1as. Inc._
�DD¬õõOO� ¯ ¯À¢ ¬ O ¬ F F O±O O± 1 0 o
� ·.�..
` l ` 0/0~�
¬`¯ ¶º Ü/0 "
">²
�>� k
¬D/27 u"m
~¯~
. � . .665/õ··
_zoo/�z
�«w
-Þ/&Ò· ~
` ' ` ò.·/...-
8b·/e·· ¬ B
¬1ö'
1öû
` ` · :c·_.· · -
" ¤v
`·I6/8
· . g+7/l4
|ìQu|C Ü¬ÓÜ
1 1 ��
2/õ ¬
`·6¿g
` | ` �¯' �
Total |u!u|6 ZÛZD 1!uÎC |C|CCu5\5
|ort 1cItcn 5guo·e
¬os¤ingtcn, D. C !
¯Pmr
°¼Ô
52/ò2 ¬
sss.·:.·=
27/4õ ¬
1 Û M
¡J6/z¯-
2/6 ¬
÷9/1 07 ¬
`·5/6
¬87
` | ` ¼¹ ¹¹
«=¬
¯ ?8/2ò
¬:s/s
111y15
qæ¬
¯m¯
zõ 3õ
�� . | .
60/I61¬¨
7¯ 26 7A
ÛÍ vo
u � c/c�
´ : - ° ¬
ooo,oco
¹³, , ¬1 '/2
` | ` �~o
~5¯
`^/°
_+4/¡ o¡
| ` ��
`O¯l¨
�W4lI8 • As&o�\a1s, Inc.
¸ � · -· ·
� ¹ � � ² <�= � � - ==; � ¡
� _ � ° � m � , . · . , , · � . . @
,·¸ _-- ¸ � �¸ ,,¸ �--¸ ¸¸ _ � --_-- ¸j --
¸ �¸ _ ¸ - ����������������������
���� � ������������ �¸ ��� ��� � � � � � � �ª �
° ¸¯ ¯ ¯ º F �� -- ¸ �¨ � ¸. ·¸.¸· · .¸ ¸ ··¸¸ �¿·
� � � �� � s ¯ � � ¯ · - = _ · ·- ¡ - · � � �� · ;z·�� } �� � � t±] ¸ �ðc¸ ç �� �et ¨ ¤¤ º �¯� ç
Ç � Ç = u = ç Ç L ^ ~* ¤ < � ¿ � g U U = O < • = w º U , � � Ç « ¿ ¢ o � • U U ç � Q , � . . . º ^ " " " u .� U
¸-- - ¸¸ _----¸¸¸ ----
¸ ������ �¸� . �
� �.: ª ; : ; . ,' ¯° < ' :¯ ¬÷?--
-,¸ � ` .�� � � ����
¸¸-·-_ , , - - -_--
¸¡_
�� � �� ��� �¸ � � ¦� � � ���� · · � ����
¸¸� ·¸¸� � � ·¡¸ � � - � � ;� - � � � � ±zR� �ðc= � � ¸ � 8 =� r U¯� é
U U * = � * U , � _ , , , - « ~æ U u c w @ � � � . � U ^ ª < ¡ U . 1
�, � , �, , ¯= � � ;¸ º º � � ]¸ ¸
¯ ' ¸
� u u � � � · � 1
i -�·¹�.·����´-�� �:..!�.´� � ;���.�¹�.�¹··�´¹�- ��¯·���.�.����`�´`�`ª.�.��-¹:�·��ª��·�� �· �
' :� ¬. ·�¹··¬`¬'�.´¬-¹¬¹.´¹·:¬.¯'
�. :..� :s� ²'�:¬.�¬� �· �
¿ : ¯· ¸j � · · ·¸ · ··· ¡· : z- «
: = ( ) ² -· ] - ��: :. · ¡] ·-]·-: -· t¸-¸ ¸
¸ ¹ : m
¢ µ ¢ o t = @ * = - , � � U U � ¹ º • � ç ^ U ]¡ U ~ . . � • U U o . @ � µ w U U " - U w � Q . · , . � .u u � � � U ¤ ç o * ¤ ¤ ¢ = º � @
��· , | � ��� � ���� � � � � � �
· i Í = ¦
,. '�
U U = . @ � ^ ç c .. o - « º = � U c o � .� � = U ,. ·����
,|� � , , ·::�¡
U = * * �;¸ = U º U � � � �
« U m q m � � U � = � �u u o = µ · -
ì ¯ | ¯ ::
,;� � �
� . . . . . � .. · � ¸ º º 2
.´ = � U = q � � º ¤ · ç ç º 2
· ' J I
| ' Í`
] - w
SECTI ON ó
TRANSPORTATI ON DEMAND MANAGEMENT (TOM) STATEMENT OVERVIEW The Fort Totten North, L.L.C. development team is committed to reducing peak hour single-occupancy vehicle trips and building a sustainable project. The following summarizes potential trip reduction strategies that could be implemented at Fort Totten Square: F Designate a Transportation Management Coordinator (TMC) Û part of the project. The TMC would implement the TOM program and advise residents, tenants, and employees ofthe availability and location of the TOM coordinator and program. B. Designate a centralized space on-site (within one or more buildings) as a Commuter Center where TMC functions would take place. C. Provide incentives to use transit or alternatives to automobiles, incl udi ng information on Metrorail, Metrobus, Trail Access, and other public transporttion fcilities. services, routes. schedules. and fres. D. Manage the parking garage/fcilities to restrict commuter parking. L. Provide pedestrian and bicycle programming and support to include bicycle storage. showers, or other fcilities for residents and/or on-site employees utilizing bicycle or pedestrian options. | Consider a monitoring component to ensure that the target goals of the TMP are met. ·
£||A5 A5 |L
���nc �1º �t+ ��rr ��1·o ��� � ��·i ��:o�«:�.r � ¯Ï r¡¯¯¯¯¯¯¯¯
Preliminary Transportation Impact Study for Fort Totten Square Washington, D.C. SECTION 1
CONCLUSI ONS AND RECOMMENDATIONS The conclusions of this study are Ü follows: I . The results of the existing analyses i ndicate that Ì ô of the 1 7 study intersections operate within acceptable standards (at overall level of service ªO°j during both the AM and PM peak hours. This assumes the redesign of the Rigs Road/South Dakot Avenue intersection is complete. 1. The majority of key signalized intersections ( 1 2 of 1 4 intersections) are anticipated to operate at acceptable overall levels of service during the morning peak hour under background conditions without redevelopment of Fort Totten Square in both 201 5 and 2025. Nine (9) to eleven ( I I ) of the signalized study intersections are expected U operate at acceptable levels of service during the PM peak hour in 201 5 and 2025 respectively. 3. Buildout of Fort Totten Square that includes a 1 20,000 S.F. anchor retail tenant, 1 0,000 S.F. of retail space and 350 residential apartments would generate a total of 309 AM peak hou r trips and 524 PM peak hour trips. When accounting for the previously approved matter­
of-right development (85,000 S.F, of retail space and 420 residential apartments), the redevelopment of Fort Totten Square would result i n l Í b fewer AM peak hour trips and l 1l more PM peak hour trips at full buildout in 201 5. 4. The additional vehicle trips generated by buildout of Fort Totten Square would have minimal impact to the adjacent roadway network. The projected levels of service under the 201 5 and 2025 total future conditions are generally consistent with those realized under background conditions, with slight reductions i n overall delay during the AM peak hour and slight increases in overall delay during the PM peak hour. Signal timing modifications at the Rigs Road/Chillum Place and Rittenhouse Street/3
n1 VÏLL; o1c3LLl^ÅL3. LLL
47 Preliminary Transportation Impact Study for Fort Totten Square Washington, D.C. Street intersections would be necessary to maintain overall acceptable levels of service at these locations. In addicion, signal timing modifications at the Riggs Road/IS< Place intersection could be made in order to improve the operation of the northbound l eft turn lane. 5. The proposed development plan for Fort Totten Square wil l meet both parking and loading requirements. All of the loading facilities would be contained on-site in order to minimize impacts to the surrounding neighborhood. b. The reconfiguration of the Rigs Road/South Dakota Avenue intersection, augmented with the development of Fort Totten Square. will signifcantly enhance the pedestrian access, safety, and mobil ity within the site area. 7. All of the critical turning movements at the site driveways proposed to serve Fort Totten Square from Rigs Road, Chi l l um Place, and 3
rd Street are expected to operate at acceptable levels of service under stop sign control. Motorists entering and exiting the site will utilize gaps in the mainline traffic stream created by the presence of traffic signals at adjacent intersections. 8. The redevelopment of the Fort Totten Square property woul d provide streetscape improvements that will enhance pedestrian and bicycle access in the area, creating a walkable environment for residents. 9. The number of net new peak hour trips and vehicle i mpacts to the community would further reduced through implementation of a Transportation Demand Management (TOM) program. Ï?Í1Ü1Å Ï
Lot Area (SF): Height FAR. LotOccupancy Rear Yard
Retail 1 {Anchor)
Retail 2 (FTN)
Res. Loading Loading Berth
Deliver Space
Retail Loadlng
Retail (1 & 2) (Long-term)
ZONI NG /|/|`c' c
Project Client ¯o|l ¯CIIen Ûquare
Wa8|ìnQICn, ÚL
|C|l1oIIen NC|Ih, LLL
201 ,274 SF
Zone: C-2-A
Residential - 2.5 Commercial " 1 .5 TOTAL = 2.5
15'_OK
Exception - corner lottthru lot
measurefromcenterline
of street abutting lot none
(none requíled)
(+3,000sf) 1 per 300sf
1 per 2 units (approx 350 Units)
1 @55 ftdeep
(Genelal He/ail >100k SF)
1 @30 ft/ 2 @55 ft 1 @ 100sf1 2 @200sf
1 per 1 0,000 GSF
1 per 2,500 GSF 1 per 3,000 GSF 1 per 20,000 GSF
Project Phase La|Qe 1|aCI Heview
774.1 774. 1 1 775.5 2100 2200
(drah)
Res. - 503,188 FAR SF (2.5) Comm. = 301, 913 FARSF (1.5) M" 503,188 FAR SF (2.5)
(measured from 3rd Street
centerl ine)
0' 390 spaces (approx)
1 @55 ftdeep 1 @ 200sf
1 @ 30 ftf 2 @55 ft 1 @1 00sf/ 2 @200sf
1 3 spaces (approx)
Subtotal " 65 spaces (approx)
17 spaces (approx)
Subtotal " 132 spaces (approx)
PROPOSED: RETAIL VARIANCEISp. Ex. PROPOSED: RESIDENTIAL VARIANCE/Sp. Ex. 22'-6" no 50'-0" no
0.41 no 1.90 no P1 * 0 FAR SF M (RES) = 21 ,099 FAR SF GROUND " 82,014 FARSF R1 * 107,085 FARSF M (RETAIL) " 0 FAR SF R2 * 83,329 FARSF R3 ¯ 86,356 FAR SF R4 " 84,561 FARSF TOTAL " 82,014 FAR SF TOTAL " 382,430 FARSF GRAND TOTAL " 464,444 FARSF
TOTAL SITE FAR" 2.31 90.7% no NA - NA 57.70% no
15'-0" no 15'-0" no
(measuredfrom3rd Street (measured from 3rd Street
centerline) centerline)
50 spaces (approx) no N NA Subtotal " 450 spaces (approx) no N NA
NA NA 1@1ê R Ybb
NA NA 1 @200sf no NA N 1 @20' deep no
2 @30 ft/ 3 @55 ft no NA NA 2 @ 1 00sf/ 3 @200sf
no NA NA 1 @20' deep no NA NA
65 spaces (approx) no NA NA NA N 132 spaces (approx) no
Date |eO|ua|y8, 201 2 P·Z
Ï?Í1Ü1Å l
(withattachmeot)
October 1 1 , 201 1 LÅÜÎ OF ±DISTRICf OF COLUMIA DEPARTMNT LILLM1ËBÀBËÜ1A¯LBYAIIAÜ
U¥¥1LU¥JZNUA¾1BA1UB
By US Mail and Email PDF John T. Epting . Goulston ò Storrs 1999 ÏStreet, Ì, 5th Floor Washington, DC 20006 Re: 300 - 320 RIggs Road, NE (ot 52 of Square 3748) (the "Property") - BZA Order No. 17600, 17600-A, and 17600-B (collectively, the "Orders") -
Compliance with Orders Dear Mr. Eptng: The purpose of this letter is to confnn my interpretation of the applicability of the Orders to the revised project scheme for the Property, as discussed at oUI meeting of September 21, 20 I I . It is my understnding that the project has evolved fom approximately 420 residential units ad apprqximately 85,000 squre feet of grocery and retail space to approximately 345 residental ut and approximately 130,000 square feet of grocery and retal space. While the location of U uses and parking h shifed within te site, the project remans a mixed ue retail/residental project with paing and loading. The height remains approximately 50 feet and the FAR þ been slightly reduced fom approximately 2.5 FAR to approximately 2. 31 FAR. Upon review of the original plans and current plans dated September 20, 201 1, Hnd that the current plans are in accordance with the approval of the Board of Zoning Adjustent ("BZA") under the Orders consistent with I I DCMR Setion 31 25. The project remains a "mixe use commercial / residential" building as described in the Orders. The Orders did not contain any other conditions or further descripton of the project. The basis for the variance relief granted by the Orders has not changed fom that reviewe and approved by the BZA. The variance relief standard was deemed satisfied by the BZA due to the unique constraints that still impact the Property. The site is afected by a signifcant grade change that ¾ deemed by the Board to be a unique circustance that created a practcal difculty, as noted on Pages 291-292 of the tanscript fom the March 20, 2007 hearing on this case ("Transcript"). A portion of the Transcript is attched to this letter. Since the revised project plans function the same as the prior plas and the site condition remain the same, the property owner still requires variance relief for the 55 foot loading berth provide for a residential building under 1 1 DCMR Secton 2201 . 1 . The property owner will still provide a 30 foot loading berth for the residential component of the project. Further, the 1100 4th Steet, S.W., 3r Floor, Washington, DC 20024 Phone: (202) 42-576 1ß. (202) 4424871 proposed 30 foot loading berth remains in compliance with the Zone Plan as determined by the BZA on Page 295 of the Transcript. The demand for the J2 foot loading berth is still not likely since the project will not attract large scale residential trucks, õnoted by the Board on Page 293 of the Transcript. The BZA's conclusion that the variance did not impair the Zone Plan remains intact. Uyou have any questions about this matter, please do not hesitate to contact me. Sincerely, Matthew Le Grant Zoning Administrator Attachment -Excerpt of 3-20-2007 BZA Transcript |IÎC. L ClIC åÜÜKìggsRdNE- ÜZ BÍJÚÜÜ toEpting íÛ-Î Î -rÛ11
GOVERNMENT OF THE DISTRICT OF COLUMBIA ± ± ± ± ±
BOARD OF ZONING ADJUSTMENT ± ± ± ± ±
PUBLIC HEARING ± ± ± ± ±
TUESDAY MARCH 2 0 , 2 0 0 7 ± ± ± ± ±
The Public Hearing convened in Room 2 2 0 South, ¬¬J ¬
Street , N. W . , Washington, D . C . , 2 0 0 0 1 , pursuant to notice at 9 : 3 0 a . m . , Curtis L. Etherly, Jr . , Board Member, presiding . BOARD OF ZONING ADJUSTMENT MEMBERS PRESENT : CURTIS ETHERLY, JR . Board Member JOHN A. MANN, II Board Member (NCPC) ZONING COMISSION MEMBER PRESENT : MICHAEL G . TURNBULL Commissioner ( AOC) OFFICE OF ZONING STAFF PRESENT : CLIFFORD MOY Secretary BEVERLEY BAILEY Sr . Zoning Specialist ESTHER BUSHMAN General Counsel D . C . OFFICE OF THE ATTORNEY GENERAL PRESENT : SHERRY GLAZER, ESQ . (202) 234·4433 NLPLÑ. LÑLÜÜ
COURT REPORTERS AND TRANSCRIBERS 1 323 RHODE ISLND AVE., NW WASHINGTON, D.C. 20005·3701 (202) 234-4433 OFFICE OF PLANNING STAFF PRESENT : JOEL LAWSON STEPHEN MORDFIN DOUGLAS WOODS 2
The transcript cons titutes the minutes from the Public Hearing held on Tuesday, March 2 0 , 2 0 07 . (202) 234·4433 NLPL Ñ. LÑLÜÜ
COURT REPORTERS AND TRANSCRIBERS 1 323 RHODE ISLND AVE .. NW WASHINGTON. D.C. 20005-3701 (202) 234-4433 1 for some guidance on moving forward . ZÜJ
2 BOARD MEMBER MANN , I agree . 3 think we should move forward . 4 ACTING CHAIRPERSON ETHERLY : I 5 Okay. I think it ' s be appropriate at this 6 time for us to move forward under a motion, 7 and it would then be my motion to approve 8 Application No . 1 7 6 0 0 of Dakota Square LLC, 9 pursuant to 1 1 DCMR 3 1 0 3 . 2 , for a variance 1 0 from the loading berth requirements under 1 1 subsection 2 2 0 1 . 1 , to al low the construction 12 of a mix-use building at premises 3 0 0 - 3 2 0 1 3 Riggs Road, N. E . , Square 3 74 8 , Lot 52 , and I 14 would invite a second . 1 5 BOARD MEMBER MANN ¦ Second . 1 6 ACTING CHAIRPERSON ETHERLY : 17 Thank you very much, Mr . Mann . I think it 1 8 was appropriate for us t o move forward under 1 9 a motion here . I think, clearly, with 2 0 respect t o the uniqueness of the subj ect 2 1 property, as has been discussed by the 2 2 Appl icant , we ' re definitely looking at some (202) 234-4433 NLPL Ñ. LÑLÜÜ
COURT REPORTERS AND TRANSCRIBERS 1323 RHODE ISLAND AVE., N.W. WASHINGTON, D.C. 20005·3701 (202) 234·4433 29 2
l topographical considerations as relates to 2 the grade change of the site from north to 3 south, that clearly funnelled the 4 appropriate traffic entry points towards the 5 southernmost portion of the site, as has 6 been laid out by the Applicant . I think 7 it ' s in a way that is thoughtful , both from d a traffic planning standpoint and also from 9 a circulation standpoint in terms of when 10 you look at the overall proj ect as it ' s 1 1 proposed, as the Applicant has indicated, 12 while it may not necessarily be the first 13 departure point , if you wi l l , for how they 14 might have otherwise structured the 15 property, given what you ' re trying to get at 1 6 and the product that you ' re trying to 17 del iver in terms of the retail and 1 d residential amenities for the residents and 1 9 members o f the community, this particular 2 0 traffic plan I think i s the most appropriate 21 and prudent layout , as has been discussed 22 both by the Office of Planning, to some (202) 234·4433 NLPL Ñ. LÑLÜÜ
COURT REPORTERS AND TRANSCRIBERS 1323 RHODE ISlAND AVE., N.W. WASHINGTON, D.C. 20005·3701 (202) 234-433 2 93
1 extent , by some of the conversations that 2 are underway with IILJ . J think clearly 3 this plan presents the best opt ion and entry 4 point for the types of vehicles that are at 5 issue here . 6 It is very important to note, as ¯ the Applicant has done in their S presentat ion, that with respect to the types 9 of units that are being served in terms of 10 the residential and retail tenants , you ' re 11 not looking at the necess ity for the large-
12 scale trucks . 13 So while our experience might 14 frequently be when we talk loading berth and 15 we talk delivery docks , we ' re automatically 16 thinking of 1S- wheelers , we ' re not l¯ necessarily envisioning that in this 18 particular instance at issue here , and that 1U southernmost portion of the property wil l be 2 0 residential loading services , and J think 2 1 those berths are ' appropriately si zed and 2 2 correctly anticipate the right size of (202) 234-4433 NLPL Ñ. LÑLÜÜ
COURT REPORTERS AND TRANSCRIBERS 1323 RHODE ISLND AVE., NW. WASHINGTON, D.C. 20005-3701 (202) 234-4433 294
1 vehicle that will be coming into the subj ect 2 property. As was indicated by the Office of 3 Planning, there was no affirmative mention Û on the part of DDOT, in their discussions , 5 about any concerns that might exist with 6 respect to larger traffic impacts . 7 And I ' ll look to Mrs . Powell as I 8 discuss this point . That is not to say that 9 there are not pressures that are being felt 1 0 by this intersection, by the intersections 1 1 that ring this property, but I think the 12 plan that ' s been presented takes a very 13 strong step towards minimizing and 14 mitigating any impact s , and I ' m us ing 1 5 langage that ' s not necessarily applicable 16 here , but j ust in terms of talking about the 1 7 real life application of how this is going 1 8 t o work in practice . 1 9 Your proposal I think takes that 2 0 more than adequately into account and helps 2 1 to not add or further complicate the matter, 2 2 i f you will . But , again, there are clearly (202) 234-4433 NLPL Ñ. LÑLÜÜ
COURT REPORTERS AND TRANSCRIBERS 1323 RHODE ISLAND AVE., NW WASHINGTON, D.C. 20005-3701 (202) 234-4433 Z Ü D 1 some larger traffic issues at work here and 2 I am certain that the Applicant wil l 3 continue to work with DDOT , the Office of 4 Planning and interested members of the 5 community to make sure that the appropriate 6 programming is done with respect to this 7 overall area . But that being said, with 8 respect to the variance as it relates to the 9 loading berth, I think we have a very clear 10 establ ishment of uniqueness here . 11 That uniqueness does in fact lead 12 to a practical difficulty with respect to 13 compliance with the zoning regs , and then 14 finally with respect to being able to 15 implement this without an impact to the 16 zoning plan or map , I think clearly has been 17 established in terms of looking at both �he 18 existing Comprehensive Plan, the draft 19 Comprehensive Plan, the reanimation, the new 2 0 life being brought into a retail corridor is 21 most certainly something to be celebrated 22 here . (202) 2344433 NLPLÑ. LÑLÜÜ
COURT REPORTERS AND TRANSCRIBERS 1323 RHODE ISLAND AVE., NW WASHINGTON, D.C. 20005-3701 (202) 234-4433 29 6
1 So I think the case has been very 2 wel l laid out and I ' ll turn it over to my 3 colleagues for any additional comments at 4 this time . 5 Not seeing any, I think the 6 discuss ion has been very good . I think the 7 record is ful l . 8 time . I invite action at this 9 We have a motion before us that ' s 1 0 been properly seconded . I ' ll ask all those 1 1 in favor, please signify by saying aye . 12 [Chorus of ayes] 13 ACTING CHAIRPERSON ETHERLY : 14 Opposed? The ayes have it . Ms . Bailey, if 1 5 you could record that vote , please . 16 MS . BAILEY : Mr . Chairman, the 17 vote is recorded as three , zero , two to 1 8 approve the appl ication. The motion was 1 9 made by Mr . Etherly, seconded by Mr . Mann, 2 0 Mr . Turnbull supports the motion, Mrs . 2 1 Mil ler and Mr . Griffis are not present at 2 2 this time . (202)234-4433
NLPLÑ. LÑLÜÜ
COURT REPORTERS AND TRANSCRIBERS 1 323RHODE ISLAND AVE. , NW WASHINGTON, D.C. 200053701 (202)z34-4433
ZÜ¯
1 ACTING CHAIRPERSON ETHERLY : 2 Excellent . Ad if there ' s not any 3 obj ection, 1 think it ' d be appropriate to 4 waive our rules and issue a summary order in 5 that regard . Looking to my col leagues and 6 not seeing an obj ection, that concludes our 7 business on Case No . 1760 0 . Thank you very 8 much for the presentation . 9 Ms . Bailey, call the next case , 10 please . 11 MS . BAILEY: The next case , Mr . 12 Cairman, is an appeal , and the number is 13 1 7 5 8 1 , of Edward B . Rooths , pursuant to 11 14 DCMR 3 112 , from the administrative decision 1 5 of the Zoning Administrator, Department of 1 6 Consumer and Regulatory Affairs , to revoke 17 Certificate of Occupancy Permit No . 1 0 9 73 3 , 1 8 dated September 12 , 2 0 0 6 , for a dry cleaning 1 9 pick-up only establishment . The property is 2 0 located in the R- 5 - C District at 1 3 1 2 13th 2 1 Street , N. W . , Square 243 , Lot 1 2 . 2 2 ACTING CHAIRPERSON ETHERLY : Ms . (202) 234·4433 NLPL Ñ. LÑLÜÜ
COURT REPORTERS AND TRANSCRIBERS 1323 RHODE ISLND AVE , N.W.
WASHINGTON, D.C. 20005·3701 (202) 234-4433 Ï?Í1Ü1Å Í
LEGcNL
¡0�·1ÆTqæmwdmvM�
�ær.æºæ�
r�.=Í1 �WCMwUævæ
_ º¤lPW000!0ûS¬¡'0ìl A0æ
³w�¼ +�LUµm0|z¯O W¶'N4þ�¥ÌR�eI. fdI|�'�O
��2ß0l�o�¤ u d@æ>!MmÆ�ß Y'�O4OlÌ
¼••Æ>wb �. ¸I ø9µ@I: o¡_ ¶øæw¬¬ |i taWø@ l� I t<
M· � �Ì� 0V8WIJ�|w�Wwm �m
� �QæmM\ylWma� �
al M�KM ææ×UWo o· Ww
7� � Þ ��If*,DM>W W1H<'WMWIIWµµ¡+�.�nz=¬ræm
µDGs<�LÆ��ôÊ DØmWW&�øW0
f �� U� �SCv'Æ0�"1 !'ÞLO,
JæUlW·`DÑF Fuµµ�p¢0æb� W|rl|MhæIB
U. æM t×1mmh�Mæ.
T��MW�ll1�t<m¼8kCæJe��æu
m��p,l1la1�;o�1æmw�¯| T
æÞ|Þk TeHw0w �æWæ�ædæ.\
ð¤ �| 0 NQ× OnW>wõÞ8gmyPPNætæUI�
� wglXL: lI\fU|ÍLIIÍId¡|LMI¡�fL ME&5
�WwaadWmm¡æd¼W�
æm� ������
WWC�Qtm�æO~m�. �gm
=!«vmG�Õ0QtWNwm.Æ J
mmF gt y Omæ�ææ��mem1oæw@
^* ^°^�
�@��l N���=æwWæ1ræQ WB
¯"" ^^ª *º l
��øm!xUW
at tæm®�.e�WWL Ö3WB4T¯,
°° " °"º ^
� L8HU UGB C|:a|igeAIeq�
Lð00U8L80g9AlæSµê!aµ
�Å�W
A(Fo�°×�m�Hw�
R<�t L±
�Ñ7^·
�1Pm|
¯³_·
fm�W
fQW8 Wa�v|øw!o�·�pz0avuow·æaoæpgl$� � aqmd�<w» u
©%PÆLæLOv w n=z��ts=¤o¸±wws«t ±*�r,me±rgwawwO��¤m�t
m8ðUÿm8mmpæ�M T0mdmm@ææ�l�D
Ü0mttl0IOal/NlxedUseA!æs
¯ÆætæøqI0%ÍW WJlæ.×Þ�mFW�WW§
ÆVW = #· YW���� � tUæW�W uÆ UMMHæ�
Wn�Mi�c �� �¾mCC,*�
0¼5�N"
N0D åO86Í NkUU'S6 1O¯ll0OiS
NìgNO|h^odLOIR�fCl2Ì l0NWG
�CmC��@$ædmv�æÞ!h�r�ææ T�×8æ¶÷
üWU wKl� ��» ��|�WIWhJ'I!B¼& kþ � æW|�|� • • l ægpm �l LÛ� ¼·� �l���nm
ObN0¤W\×6 N¤�m!4Ü|� MCmaA8mDm1
����f@ Æ WWa¬��mmwux
' ` // /
\| NL|LF � I l NL
�¡| |T0\
Residenti31 L3nd Use Categories Low Density Residential Dfnes. the ¢|ng|e J.amily ne�ghboocSingle famltyQ]oøand semit nnusin unn! vlh front. backa¬dscyards are the çreømmMU>ÆO.
Moderate Density Residential Defnes the O:ulcs lWhOuæMihbmocs =>wellas dlise garden ap.rttcomplDe. ^|öOappes
WaNa8 Mæa£emby ambosiglfamlyhmæ, 2¬ m�Ddings. Ohp##$, ønd lo-ris3rte buikins. In =olrer in.r ctyneighborodswith tis �sgn.Omere myæs¤beexting mum.stor
apanment.
Medium Density Resi dential Ots Igbbooods or areas were mid.r!e (4-7storie!) .fbu/Eings <re 1 prelnanl use.
FkeøMkwand modra\e dlty hoYsing may eeIwithin these WQ. This (hnlgru1on almy apply to æ0eæ8H£mMlblldgs surroundedaylare ars ofÇmqæ] o;nsp.c.
High Density Residential Oefls nEgbborhoods . crridrsv/here h'ge(8 strieWmoe}apartment buI|dìngs .Tethe predominant m. Pocket! obss dense housing ma¡exiswihln 9e�aNas.
Low Density Commercial Dnesshoppig Md æmØWas maaregnerallykum scle.d character. Reb L m.and se
þs¡m�s æeme predDu.s. Ae&range1mm s«a|| bmess districs!ha!dmwpnma|y ÞnU
�rroUing Ie-hboos. 1lIrger blli�ss d¡5\nms u5e5ma1O:Jmabroader friet a®ea. ¯mirommon
fire iß ImIthey areoomprised pr.ifyoone-æthre-stocomercial buI|d|ng.
Moderate Density Commercial Dines shoµµug 8nd 6|mareas Uæare som æmoæinten�|nscale ancharactertan lmtow-dnny
cmmercl ØMd. Rail o. . æd s«ice bsinesses arethe pe0iu¶nlue. Aærø@s msmall
business distmadrawpWnarily m:urroundinQ ntghbohoocU \ar�rbusilless dmues m:
df. abm3oemãd8I Mea. Budlngl-le Iargead/ortalr than thse in low density comm9tciaJ are
bgener.Uy do not Eef stCin heighL
Medium Densit Commercial O�ne�hp æd5wøaWsUæatø somatme in°wmmsceancharater than the merte­
desity¢ æaææ. Re1æI, cæ, and selice busisss a�me pmn�l'l @þ®. Areas generadraw
ma cide madet a. Buildng.�gener.Jy Luger .nfor t5wtan mosmmoraæUeOsiqcmme8l
areas butpena�do n�exeed e(ht Sß mmgot
Hi gh Density Commerci al Dnes the �nl|al empbment distctof te c and o\r æqoroMemploymlnt cenlemon !he down|oW¤
pimeter. �rqcÇe bofeand m xoWæ$ biigs greater Vaeigh stCies in height. o,holl'
man[ower s�|ebligs (lncudill his�nO buildin-gs) Øiesd.
Production, Distri bution, and Repai r +þ¢ægoqdtns Æ&> oNracifreby maufacturng. waehuing. wo�NædMc�es
ùpmnsenæ, fose|o, µman;puliJrs, æmmsupt5ervice. am<mec.1. m"�I.
=UwaW+æwicmayæqmsubstnfbfetlnmmnoise-. ær pton-ad liM-sensre use
Æhs@. Tcaegoisakoused1odenro8i=ad riglts-olway. swtcg @dm�mønance y, bm
g aes. andsmilar uWs lElBÆO Uthemmmfreigtl smasmwoo|nøt.
' | �Z/ '.
ÜNc| ÒP
Û1 NL
Ü| Sll|CÍ DÎÜDÌ umD| &
ÜDmpl6H6HSÌV6 HÍ &H
Îulul6 L&RU US6 M&p
rLNNLÛ1 Nc Û1 N
More From This UserSkip carouselDC United Transportation Plan (Bicycle Only)DDOT Zoning Commission Case No. 16-16 The Yards Parcel L2FY17 Vision Zero Grant Application (OGC-8!29!16)(FINAL)DDOT Hearing Testimony (4/29/14)BAC Testimony for 2013 MPD Oversight Hearing46 TiredPre-Litigation Discovery of Insurance ActDC BAC Meeting Minutes 9-15-12MBT Bridge at RI AvenueM Street Corridor Study - Meeting #3Georgia Streetscape Project MeetingDCBAC M Street SE-SW Transportation Study RecommendationsBicycle Safety Enhancement FIS14th Street DEIS BAC CommentsBAC Testimony of Ellen Jones FinalBAC Testimony of Randall Myers FinalBAC-DDOT-PEDBAC hearing Witness List (3-2-12)Met Branch FactsBAC Facilities Meeting Minutes (12!6!11)Sutainable DC - Transportation ListBAC Facilities Meeting Minutes (2-1-11)BAC Oversight Hearing (2-28-11)BAC_Agenda(9-7-11)BAC Safty Ed, Enforcment Committee Meeting Minutes (10-4-11)
Sign up to vote on this titleUsefulNot usefulFortTotten-Walmart by Randall Myers0.0 (0)EmbedDownloadDescriptionThis is the large tract review application filed on behalf of Fort Totten North, LLC to the D.C. Office of Planning (originally copied from the Housing Complex blog of the Washington City Paper) BA...This is the large tract review application filed on behalf of Fort Totten North, LLC to the D.C. Office of Planning (originally copied from the Housing Complex blog of the Washington City Paper) BAC is reviewing the document for bicycle infrastructure. Read on Scribd mobile: iPhone, iPad and Android.Copyright: Attribution Non-Commercial (BY-NC)Download as PDF, TXT or read online from ScribdFlag for inappropriate contentShow moreShow less
RelatedCity of Greater Bendigo council agenda January 18, 2017by Jason Walls10 Essentials for Successful Urban Infill Housingby Fahad Zia AbbasiDraft Melton Retail and Activity Centres Strategy.pdfby gnorm1011Formula Retail and Large Controls Planning Department Reportby MissionLocal2013 Development Activity Reportby Morris County NJHighspire Borough Zoning Ordinance Part 6: Designation of Districtby Press And JournalReg_Doc 3-RZ Eckertby langleyrecord8339Grand Prairie, TX City Council Meeting Agenda 05-20-2014 (Includes April 15, 2014 Minutes)by Westchester GasetteOp-Ed: Arsenal Street, Clayton, N.Y.?by NewzjunkyShopping Reinvented: Next Generation Apparel Retailingby EscalateRetailHome Depot Presentationby Srikant YadavThe Home Depot is an American retailer of home improvement and construction.docxby Uroj Nazir Ahmednullby M-NCPPCReal Estate Ansal Buildersby Vineet Bhargavanullby M-NCPPCWindow Display Competition conducted for PGDM- Retail Managementby Jagan Institute of Management StudiesLocal Retail Movement Moves into High Gear in Lake Merritt/Uptown & Downtown Oaklandby OaklandCBDsUntitledby M-NCPPCFuture Retailby anilhnCushman (2014 Q1) Marketbeat retailby vdmaraVice Presidentby api-77878456Chapter 3by samiulctg01staplesby chinkijsrOccidental Mindoroby Morin Eagle Gutcherest199296111 Pantaloon Retailby Atul KumarRetail Sectorby Mandar BhoirDf Fact Sheetby ibdfekisticsby Arpan PatelSimilar to FortTotten-WalmartSkip carouselCity of Greater Bendigo council agenda January 18, 201710 Essentials for Successful Urban Infill HousingDraft Melton Retail and Activity Centres Strategy.pdfFormula Retail and Large Controls Planning Department Report2013 Development Activity ReportHighspire Borough Zoning Ordinance Part 6Reg_Doc 3-RZ EckertGrand Prairie, TX City Council Meeting Agenda 05-20-2014 (Includes April 15, 2014 Minutes)Op-EdShopping ReinventedHome Depot PresentationThe Home Depot is an American retailer of home improvement and construction.docxnullReal Estate Ansal BuildersnullWindow Display Competition conducted for PGDM- Retail ManagementLocal Retail Movement Moves into High Gear in Lake Merritt/Uptown & Downtown OaklandUntitledFuture RetailCushman (2014 Q1) Marketbeat retailVice PresidentChapter 3staplesOccidental Mindoro199296111 Pantaloon RetailRetail SectorDf Fact SheetekisticsCSM Assignment Brief1 Woolworths' Arrogance and Contempt Ignoring 79FortTotten-Walmart