Approved Subregion 4 Master Plan and Endorsed Sectional Map Amendment by Maryland-National Capital Park & Planning Commission

Subregion Approved Subregion 4 Master Plan and Sectional Map Amendment

Approved Master Plan and Sectional Map Amendment June 2010

A Plan for the Heart of Prince George’s County

The Maryland-National Capital Park and Planning Commission Prince George’s County Planning Department www.pgplanning.org 301-952-4225; TTY: 301-952-4366

www.pgplanning.org

June 2010

$3000

Abstract

Acknowledgments

TITLE:

Approved Subregion 4 Master Plan and Endorsed Sectional Map Amendment

AUTHOR:

The Maryland-National Capital Park and Planning Commission

SUBJECT:

Subregion 4 Master Plan and Sectional Map Amendment, Planning Areas 72, 75A and 75B

DATE:

June 2010

SOURCE OF COPIES:

The Maryland-National Capital Park and Planning Commission

SERIES NUMBER:

437102306

NUMBER OF PAGES:

676

ABSTRACT:

This document contains text and maps of the approved master plan and sectional map amendment (SMA) for the Subregion 4 area. It implements the recommendations of the 2002 Prince George’s County Approved General Plan; replaces the 1985 Approved Master Plan for Suitland-District Heights and Vicinity, Planning Areas 75A and 75B and the 1993 Approved Master Plan and Sectional Map Amendment for Landover and Vicinity (Planning Area 72); and updates the 2000 Approved Sector Plan and Sectional Map Amendment for the Addison Road Metro Town Center and Vicinity and the 2004 Approved Sector Plan and Sectional Map Amendment for Morgan Boulevard and Largo Town Center Metro Areas. It also builds upon the 2006 Central Avenue Corridor Development Strategy Planning Study, the 2007 Greater Central Avenue Public Facilities Implementation Plan, the 2009 Approved Landover Gateway Area Sector Plan and Sectional Map Amendment, the 2010 Approved New Carrollton Transit District Development Plan (TDDP) and Transit District Overlay Zoning (TDOZ) Map Amendment, the 2005 Approved Sector Plan and Sectional Map Amendment for the Tuxedo Road/Arbor Street/Cheverly Metro Area, the 2006 Approved Suitland Mixed-Use Town Center Development Plan, the 2007 Capitol Heights Approved TDDP and TDOZ Map Amendment, and the 2009 Approved Marlboro Pike Sector Plan and Sectional Map Amendment. Developed with input from the community, this document recommends goals, policies, strategies, and actions pertaining to development patterns, zoning, environmental infrastructure, transportation systems, public facilities, parks and recreation, economic development, historic preservation, and urban design. The SMA, through zoning changes, implements the recommendations of the master plan.

Fern V. Piret, Ph.D., Planning Director Albert G. Dobbins, III, AICP, Deputy Director Project Core Team Members Sonja Ewing, AICP, Project Leader Vanessa Akins Mosley, Chief, Community Planning North Ivy Lewis, Chief, Community Planning South Robert J. Duffy, AICP, Project Facilitator Roberto Duke, Planner Coordinator Judelle Campbell, Planner Clara Fenwick, Planner Coordinator Evelyn Israel, Planner Christine Osei, Planner Coordinator Sam White, Planner Project Resource Team Members Briana Davis, Principal Administrative Assistant Gena Tapscott, Principal Administrative Assistant Gary Thomas, Principal Planning Technician Lisa Washington, Principal Administrative Assistant Countywide Planning Division Katherine Fritz, Senior Planner Faramarz Mokhtari, Ph.D., Planner Coordinator Daniel Sams, Planner Coordinator Fred Shaffer, Senior Planner Tiffany Williams Jennings, Planner Coordinator Department of Parks and Recreation Carol Binns, Senior Planner Information Management Division Keith Wright, Principal Planning Technician Mishelle Carson-Reeves, Principal Planning Technician Technical Assistance—Office of the Planning Director Susan Kelley, Supervisor, Office and Publications Services Susan Sligh, Publications Specialist Ralph Barrett, Clerk/Inventory Operations Supervisor James Johnson, Senior Clerical/Inventory Operations Assistant Prince George’s County Economic Development Corporation Kevin Malachi, Senior Vice President Consultant Team EDSA • RKG Associates, Inc. • APD • Grice & Associates Code Studio • Rhodeside Harwell, Inc. • Farrell Madden Lewis Inc. Basile Baumann Prost Cole & Associates • Strategic Solutions *Former M-NCPPC Staff Ragaei Abdelfattah, Eric Bers, Mark Brown, Laine Cidlowski, Rex Hodgson, John Mataya, Robert Metzger, Scott Rowe, Claire Schnitzer, Joseph Valenza, Shannon Guzman, Dee McChesney

Subregion 4

A Plan for the Heart of Prince George’s

Approved Subregion 4 Master Plan and Sectional Map Amendment June 2010

The Maryland-National Capital Park and Planning Commission Prince George’s County Planning Department www.pgplanning.org 301-952-4225; TTY: 301-952-4366

The Maryland-National Capital Park and Planning Commission Royce Hanson, Chairman Samuel J. Parker, Jr., Vice Chairman Officers Patricia Colihan Barney, Executive Director Al Warfield, Acting Secretary-Treasurer Adrian R. Gardner, General Counsel The Maryland-National Capital Park and Planning Commission is a bicounty agency, created by the General Assembly of Maryland in 1927. The Commission’s geographic authority extends to the great majority of Montgomery and Prince George’s Counties: the Maryland-Washington Regional District (M-NCPPC planning jurisdiction) comprises 1,001 square miles, while the Metropolitan District (parks) comprises 919 square miles, in the two counties. The Commission has three major functions: ■■ The preparation, adoption, and, from time to time, amendment or extension of the General Plan for the physical development of the Maryland-Washington Regional District; ■■ The acquisition, development, operation, and maintenance of a public park system; and

■■ In Prince George’s County only, the operation of the entire county public recreation program.

The Commission operates in each county through a Planning Board appointed by and responsible to the county government. All local plans, recommendations on zoning amendments, administration of subdivision regulations, and general administration of parks are responsibilities of the Planning Boards. The Prince George’s County Department of Planning (M-NCPPC): ■■ Our mission is to help preserve, protect and manage the county’s resources by providing the highest quality planning services and growth management guidance and by facilitating effective intergovernmental and citizen involvement through education and technical assistance.

■■ Our vision is to be a model planning department of responsive and respected staff who provide superior planning and technical services and work cooperatively with decision-makers, citizens and other agencies to continuously improve development quality and the environment and act as a catalyst for positive change. Montgomery County Planning Board Prince George’s County Planning Board Royce Hanson, Chairman Samuel J. Parker, Jr., Chairman Sarah Cavitt Joseph Alfandre Jesse Clark Norman Dreyfuss John H.Squire Amy Presley Sylvester Vaughns Marye Wells-Harley

Prince George’s County

Jack B. Johnson, County Executive County Council The County Council has three main responsibilities in the planning process: (1) setting policy, (2) plan approval, and (3) plan implementation. Applicable policies are incorporated into area plans, functional plans, and the General Plan. The Council, after holding a hearing on the plan adopted by the Planning Board, may approve the plan as adopted, approve the plan with amendments based on the public record, or disapprove the plan and return it to the Planning Board for revision. Implementation is primarily through adoption of the annual Capital Improvement Program, the annual Budget, the water and sewer plan, and adoption of zoning map amendments.

Council Members Thomas E. Dernoga, 1st District, Council Vice Chair Will Campos, 2nd District Eric Olson, 3rd District Ingrid M. Turner, 4th District Andrea Harrison, 5th District Samuel H. Dean, 6th District, Camille Exum, 7th District Tony Knotts, 8th District Marilynn Bland, 9th District, Council Chairperson

Clerk of the Council Redis C. Floyd

Approved Subregion 4 Master Plan and Sectional Map Amendment

iii

Contents Foreword . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . xv Executive Summary. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . xvii

Part I: Introduction............................................................................................................ 1 Chapter 1: Background................................................................................................................3

Plan Organization . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 Plan Purpose . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 Planning Area Boundary and Regional Setting. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 Relationship to the 2002 Prince George’s County General Plan. . . . . . . . . . . . . . . . . . . . . . . . . . 4 Relationship to Other Plans, Studies, and Legislation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6 Public Participation Process. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10 Community Goals . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13

Chapter 2: Subregion 4: Today and Tomorrow...........................................................................19

History of the Planning Area. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19 Subregion 4 Today. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21 Residential Market Analysis . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 29 Retail Market Analysis. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30 Households and Neighborhood Analysis. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 33 Industrial Market Analysis. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 34 Completed or Currently Underway Plans and Projects. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 37 Growth Forecasts. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 37 Summary of Economic and Market Opportunities . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 40 Vision . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 41

Part II: Vision and Recommendations............................................................................... 45 Chapter 3: Plan Vision...............................................................................................................47

Introduction. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 47 Vision Statement. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 48 Vision Elements. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 48

Chapter 4: Development Pattern—Land Use and Urban Design..............................................55

Introduction. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 55 Development Pattern. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 55 The Land Use. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 58

Approved Subregion 4 Master Plan and Sectional Map Amendment

Chapter 5: Living Areas and Industrial Centers.......................................................................71

Introduction. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 71 Living Areas A & C (Zone 1) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 72 Living Areas B and D (Zone 2). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 87 Living Areas E and F (Zone 3) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 106 Industrial Centers. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 120

Chapter 6: Centers and Corridors............................................................................................125

Introduction. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 125 Growth Center Characteristics. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 127 Profile of Centers. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 127 Existing Conditions. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 129 Fiscal and Economic Impact Assessment. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 132 Development Plans for Subregion 4 Centers. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 136 Subregion 4 Corridors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 191

Part III: Infrastructure Elements.................................................................................... 193 Chapter 7: Environment.........................................................................................................195

Introduction. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 195 Background . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 195 Green Infrastructure. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 196 Water Quality and Stormwater Management . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 200 Air Quality and Greenhouse Gas Emissions. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 205 Noise Intrusion. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 206 Green Buildings/Sustainability. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 207 Chesapeake Bay Critical Area . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 208 Tree Canopy and Green Space. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 209

Chapter 8: Transportation Systems..........................................................................................211

Introduction. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 211 Background . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 212 Future Conditions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 219 Approved and Ongoing Planning Efforts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 219 Transportation Recommendations. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 228

Chapter 9: Public Facilities......................................................................................................253

Introduction. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 253 Schools. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 253

Contents

Libraries. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 265 Public Safety. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 266 Parks and Recreation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 267 Solid Waste Management/Recycling. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 275 Water and Sewer Facilities. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 275

Part IV: Community Development and Character........................................................... 277 Chapter 10: Housing and Neighborhood Conservation...........................................................279

Introduction. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 279 Background . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 279 Housing Stabilization and Neighborhood Conservation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .281

Chapter 11: Historic Preservation...........................................................................................287

Introduction. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 287 Background . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 287 Historic Sites and Resources . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 291

Chapter 12: Urban Design.......................................................................................................297

Introduction. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 297 Opportunity Site 1 (Zone 1) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 300 Opportunity Site 2 (Zone 1) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 303 Opportunity Site 3 (Zone 1) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 308 Opportunity Site 4 (Zone 2) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 311 Opportunity Site 5 (Zone 2) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 312 Opportunity Site 6 (Zone 2) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 314 Opportunity Site 7 (Zone 2) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 318 Opportunity Site 8 (Zone 3) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 320 Opportunity Site 9 (Zone 3) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 324 Opportunity Site 10 (Zone 3) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 329

Part V: Implementation.................................................................................................. 331 Chapter 13: Plan Implementation...........................................................................................333

Introduction. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 333 Economic Development . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 333 Housing and Neighborhood Conservation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 341 Public Facilities, Environment, and Historic Preservation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . 349 Land Use and Urban Design . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 364

Growth Centers. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 372 Approved Subregion 4 Master Plan and Sectional Map Amendment

vii

Chapter 14: Sectional Map Amendment..................................................................................377

Introduction. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 377 Comprehensive Rezoning Policies. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 378 Comprehensive Design Zones. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 383 Overlay Zones . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 384 Zoning Requests. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 386 Comprehensive Rezoning Changes Proposed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 386 Mixed-Use Zoning Recommendations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 387 Residential and Open Space Rezoning Recommendations . . . . . . . . . . . . . . . . . . . . . . . . . . . . 387 Industrial Rezoning Recommendations. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 387 Zoning Change Maps . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 401 Subregion 4 Development District Standards . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 487

Chapter 15: Urban Design Standards and Guidelines....................................................................535

Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 535 General Site Standards and Guidelines. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 538 Building Envelope Standards and Guidelines . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 539 Street Type Standards and Guidelines. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 542 Architectural Standards and Guidelines. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 546 Signage Standards and Guidelines. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 549 Landscaping Standards and Guidelines. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 550 Parking and Loading Standards and Guidelines . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 554

Part VI: Appendices....................................................................................................... 559 Appendix A: Design Guidelines for the Subregion 4 Centers...................................................561

Intent. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 561 Definitions. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 562 Conceptual Regulating Plan. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 565 Building Envelope Guidelines. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 567 Architectural Guidelines . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 590 Urban Space Guidelines. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 601

Appendix B: Housing and Neighborhood Conservation..............................................................617 Appendix C: Public Facilities Cost Analysis.............................................................................621 Appendix D: Procedural Sequence Chart.................................................................................639

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Appendix E: Guide to Zoning Categories.................................................................................641

Residential Zones . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 642 Mixed Use/Planned Community Zones. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 645 Comprehensive Design Zones. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 647 Commercial Zones. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 649 Industrial Zones. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 650 Overlay Zones . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 650 Chesapeake Bay Critical Area Overlay Zones. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 650 Revitalization Overlay Districts. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 651 Architectural Overlay Districts. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 651

Appendix F: Certificate of Adoption and Approval..................................................................653

List of Maps Map 1-1: Subregion 4 Planning Area Boundary and Regional Setting. . . . . . . . . . . . . . . . . . . . . 5 Map 1-2: Public Input Organizational Zones . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14 Map 2-1: Existing Land Use . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22 Map 2-2: Retail Supply Analysis Areas. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 31 Map 2-3: Summary of Completed or Currently Underway Plans and Projects. . . . . . . . . . . . . . 36 Map 3-1: Vision. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 49 Map 4-1: Subregion 4 Living Areas A-F, Planning Zones, and Corresponding Industrial Properties.. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 56 Map 4-2: Proposed Generalized Land Use and Community Design Framework Concept. . . . . 61 Map 4-3: Proposed Land Use Plan . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 62 Map 5-1: Subregion 4 Living Areas A-F, Planning Zones, and Corresponding Industrial Properties . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 72 Map 5-2: Living Area A. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 73 Map 5-3: Living Area C. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 74 Map 5-4: Living Area B. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 89 Map 5-5: Living Area D5. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 90 Map 5-6: Living Area E. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 107 Map 5-7: Living Area F. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 108 Map 6-1: Overview Plan of Centers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 126 Approved Subregion 4 Master Plan and Sectional Map Amendment

Map 6-2: Addison Road-Seat Pleasant Metro Center—Illustrative Plan. . . . . . . . . . . . . . . . . 138 Map 6-3: Addison Road-Seat Pleasant Metro Center—Conceptual Regulating Plan . . . . . . . 144 Map 6-4: Morgan Boulevard Metro Center—Illustrative Plan. . . . . . . . . . . . . . . . . . . . . . . . . 147 Map 6-5: Morgan Boulevard Metro Center—Conceptual Regulating Plan . . . . . . . . . . . . . . . 154 Map 6-6: Landover Metro Center—Illustrative Plan . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 157 Map 6-7: Landover Metro Center—Conceptual Regulating Plan. . . . . . . . . . . . . . . . . . . . . . . 163 Map 6-8: Landover Gateway Center—Conceptual Regulating Plan. . . . . . . . . . . . . . . . . . . . . 169 Map 6-9: New Carrollton Metro Center—Conceptual Regulating Plan. . . . . . . . . . . . . . . . . . 173 Map 6-10: Suitland Metro Center—Conceptual Regulating Plan. . . . . . . . . . . . . . . . . . . . . . . 178 Map 6-11: Cheverly Metro Center—Conceptual Regulating Plan. . . . . . . . . . . . . . . . . . . . . . 183 Map 6-12: Capitol Heights Metro Center—Conceptual Regulating Plan . . . . . . . . . . . . . . . . 188 Map 7-1: Green Infrastructure—Primary and Secondary Corridors. . . . . . . . . . . . . . . . . . . . . 198 Map 7-2: Drainage Problem Areas and Channelized Streams. . . . . . . . . . . . . . . . . . . . . . . . . . 201 Map 8-1: Existing Transportation System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 213 Map 8-2: Existing Annual Average Daily Traffic—Prince George’s County Roads . . . . . . . . . 214 Map 8-3: Existing Annual Average Daily Traffic—Maryland Department of Transportation Roads. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 215 Map 8-4: Vehicular Accidents 2006-2007. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 222 Map 8-5: Existing and Proposed Roadways. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 235 Map 8-6: Existing and Recommended Fixed Guideway Transit. . . . . . . . . . . . . . . . . . . . . . . . 246 Map 8-7: Existing Trail Network. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 249 Map 8-8: Proposed Trail Network. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 250 Map 9-1: Public Facilities. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 254 Map 9-2: Existing Parks. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 271 Map 9-3: Proposed Park Acquisitions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 272 Map 11-1: Historic Features . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 289 Map 12-1: Subregion 4 Living Area Zones and Opportunity Concept Areas. . . . . . . . . . . . . . 299 Map 12-2: Opportunity Site 1—Martin Luther King Jr Highway/Glenarden City Illustrative Concept Plan . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 305 Map 12-3: Opportunity Site 2—FedEx Field Area Illustrative Concept Plan. . . . . . . . . . . . . . 306 Map 12-4: Opportunity Site 3—Central Avenue between Norair Avenue and Brightseat Road Illustrative Concept Plan. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 309 Map 12-5: Opportunity Site 4—Sheriff Road and Eastern Avenue Illustrative Concept Plan. 310 Map 12-6: Opportunity Site 5—Marblewood Avenue Industrial Area Redevelopment Illustrative Concept Plan . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 315

Contents

Map 12-7: Opportunity Site 6—Sheriff Road and Martin Luther King Jr Highway Illustrative Concept Plan . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 316 Map 12-8: Opportunity Site 7—Martin Luther King Jr Highway/Seat Pleasant/Fairmount Heights Revitalization Illustrative Concept Plan. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 321 Map 12-9: Opportunity Site 8—Donnell Drive Mixed-Use Village Redevelopment Illustrative Concept Plan . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 322 Map 12-10: Opportunity Site 9—Forestville/Ritchie Road Industrial/Business Park Development Illustrative Concept Plan Option A. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 327 Map 12-11: Opportunity Site 9—Forestville/Ritchie Road Industrial/Business Park Development Illustrative Concept Plan Option B. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 328 Map 12-12: Opportunity Site 1-—Central Avenue Eastern Business Park. . . . . . . . . . . . . . . . 330 Map 13-1: Location of Housing and Neighborhood Implementation Projects. . . . . . . . . . . . . 345 Map 14-1: Existing Land Use . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 379 Map 14-2: Proposed Land Use. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 380 Map 14-3: Development District Overlay Zones and Transit District Overlay Zones . . . . . . . 388 Map 14-4: Existing Zoning. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 390 Map 14-5: Approved Zoning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 392 Map 14-6: Approved Zoning Changes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 394 Map 14-7: Approved Zoning Living Area A. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 395 Map 14-8: Approved Zoning Living Area B. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 396 Map 14-9: Approved Zoning Living Area C. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 397 Map 14-10: Approved Zoning Living Area D. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 398 Map 14-11: Approved Zoning Living Area E. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 399 Map 14-12: Approved Zoning Living Area F. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 400 Map 15-1: Development District Overlay Zones in Subregion 4 . . . . . . . . . . . . . . . . . . . . . . . 537

List of Tables Table 2-1: Population Trends 2000-2013. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26 Table 2-2: Round 7.1 Cooperative Forecasts for Subregion 4 . . . . . . . . . . . . . . . . . . . . . . . . . . . 37 Table 2-3: Household Formation Trends and Projections . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 37 Table 2-4: Subregion 4 Residential Construction Trends 2000-2008. . . . . . . . . . . . . . . . . . . . . . 38 Table 2-5: Household and Housing Unit Growth Projections. . . . . . . . . . . . . . . . . . . . . . . . . . . 39 Table 6-1: Growth Center Phasing Factors. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 129 Table 6-2: Fiscal and Economic Impact Summary. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 132 Table 6-3: Local Direct and Indirect Outlays from New Households. . . . . . . . . . . . . . . . . . . . 133 Approved Subregion 4 Master Plan and Sectional Map Amendment

Table 6-4: New Commercial Operations. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 133 Table 6-5: Major Roadway and Transit Access. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 134 Table 6-6: Addison Road-Seat Pleasant Land Use Mix. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 140 Table 6-7: Morgan Boulevard Land Use Mix. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 148 Table 6-8: Landover Land Use Mix. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 158 Table 6-9: Landover Gateway Land Use Mix . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 166 Table 6-10: New Carrollton Land Use Mix. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 171 Table 6-11: Suitland Land Use Mix. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 174 Table 6-12: Cheverly Land Use Mix . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 180 Table 6-13: Capitol Heights Land Use Mix. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 186 Table 7-1: Primary Environmental Corridors in Subregion 4 . . . . . . . . . . . . . . . . . . . . . . . . . . 197 Table 7-2: Stormwater Management, Flooding, and Tree Cover Problem Areas in Subregion 4. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 202 Table 8-1: Existing Transportation System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 216 Table 8-2: 2007 Truck Traffic—Percentage of AADT on Selected Routes . . . . . . . . . . . . . . . . 218 Table 8-3: Prince George’s County “TheBus” Routes. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 220 Table 8-4: WMATA Bus Routes. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 220 Table 8-5: Accidents Per 100 Million Vehicle Miles Traveled (acc./100mvm) in Subregion 4. . 221 Table 8-6: Level of Service for Major Roads—Existing Conditions. . . . . . . . . . . . . . . . . . . . . 223 Table 8-7: Maryland SHA Consolidated Transportation Plan . . . . . . . . . . . . . . . . . . . . . . . . . 225 Table 8-8: Prince George’s County Capital Improvement Program Projects that Impact Subregion 4. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 226 Table 8-9: Level of Service for Major Roads—Base Condition. . . . . . . . . . . . . . . . . . . . . . . . . 229 Table 8-10: Level of Service for Major Roads—Buildout Condition. . . . . . . . . . . . . . . . . . . . . 231 Table 8-11: Recommended Highway Improvements at Buildout . . . . . . . . . . . . . . . . . . . . . . . 236 Table 8-12: Subregion 4 Master Plan Metro Bus Recommendations . . . . . . . . . . . . . . . . . . . . 244 Table 8-13: Subregion 4 Master Plan TheBus Recommendations. . . . . . . . . . . . . . . . . . . . . . . 245 Table 9-1:Prince George’s County Public School Facilities in Subregion 4. . . . . . . . . . . . . . . . 255 Table 9-2: Subregion 4 School Enrollment and Capacity 2008-2009 . . . . . . . . . . . . . . . . . . . . 257 Table 9-3: Projected School Enrollment and Capacity, 2017. . . . . . . . . . . . . . . . . . . . . . . . . . . 259 Table 9-4: School Facility Conditions: 2008 Parsons 3DI Study. . . . . . . . . . . . . . . . . . . . . . . . 261 Table 9-5: Pupil Yield Rates, 2009. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 263 Table 9-6: Subregion 4 Study Area Projected 2030 School Enrollment and Capacity Needs. . 263 Table 9-7: Libraries . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 265 Table 9-8: Fire/EMS Stations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 266

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Table 9-9: Existing Park Facilities in Subregion 4. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 268 Table 11-1: Historic Resources, Historic Sites, Documented Properties, and Survey Areas . . . 290 Table 13-1: Subregion 4 Economic Development Strategy Implementation Matrix. . . . . . . . . 342 Table 13-2: Summary of Housing and Neighborhood Implementation Projects, Financing Sources, and Key Players. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 351 Table 13-3: Subregion 4 Housing and Neighborhood Strategy Implementation Matrix. . . . . . 352 Table 13-4: Subregion 4 Green Infrastructure—Environment, Public Facilities, and Historic Preservation Strategy Implementation Matrix. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 354 Table 13-5: Subregion 4 Land Use and Urban Design Strategy Implementation Matrix . . . . . 368 Table 14-1: Existing and Approved Zoning Inventory (in acres). . . . . . . . . . . . . . . . . . . . . . . . 389

Approved Subregion 4 Master Plan and Sectional Map Amendment

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Foreword The Prince George’s County Planning Board is pleased to make available the 2010 Approved Subregion 4 Master Plan and Sectional Map Amendment. Together, the approved master plan and zoning map amendment create a new framework for future land use and development in the Subregion 4 area. Policy guidance for this plan came from the 2002 Prince George’s County Approved General Plan and land use and transportation studies conducted by the Prince George’s County Planning Department. The goals, concepts, and guidelines document, which outlined the major issues in the area and provided the structure for the plan, was presented to the Planning Board and approved by the District Council on September 16, 2008. The land use recommendations are primarily the result of stakeholder interviews and numerous workshops and community meetings, which provided valuable input and helped to define the plan’s visions and strategies. This plan contains recommendations for the following elements: land use; environment; transportation systems including roadways, transit, bicycle, pedestrian, and trail facilities; public facilities; parks and recreation; historic preservation; and urban design. A vision describing future desirable conditions, policies stating the intent upon which decisions are evaluated, and implementation strategies providing a general course of action to achieve stated goals are provided for each plan element. The sectional map amendment proposes zoning changes to allow implementation of the land use concepts in the master plan. The residents and property owners in Subregion 4 envision their communities as vibrant places with opportunities to live, work, play, learn, shop, and worship. Through an interactive planning process, these communities partnered with the planning team to chart the direction for the future of the subregion. We are continuing this effort countywide through the Envision Prince George’s initiative, which has engaged stakeholders to create a shared vision for the quality of life in Prince George’s County. Visit the Envision Prince George’s web site at www.envisionprincegeorges.org to learn more about how to participate in this exciting initiative. On September 9, 2009, the Prince George’s County Planning Board and the County Council held a joint public hearing on the preliminary plan and proposed sectional map amendment. The Planning Board adopted the plan with modifications pursuant to PGCPB Resolution No. 09-163 on December 3, 2009. The District Council approved the plan per CR-49-2010 on June 1, 2010. The Planning Board appreciates the contributions and active involvement of the community and stakeholders in this innovative planning effort. We look forward to continued collaboration to implement the plan’s vision and recommendations for the future of the “Heart of Prince George’s County.” Sincerely,

Samuel J. Parker, Jr., AICP Chairman Prince George’s County Planning Board

Approved Subregion 4 Master Plan and Sectional Map Amendment

Executive Summary Background

Plan Area

The Prince George’s County Planning Department of The Maryland-National Capital Park and Planning Commission (M-NCPPC) was directed by the County Council to develop a comprehensive master plan and corresponding sectional map amendment (SMA) for the Subregion 4 area. The Subregion 4 Master Plan and Sectional Map Amendment was approved by the County Council, sitting as the District Council, on June 1, 2010.

Subregion 4 is located in central Prince George’s County. The plan area is approximately 29 square miles and bordered by US 50 ( John Hanson Highway) to the north, the District of Columbia to the west, Suitland Parkway to the south, and I-95/I-495 to the east. The subregion comprises six “living areas” that are predominately residential in character containing multiple neighborhoods and six established municipalities. Additionally, there are a number of large industrially zoned properties located along US 50 and I-495, as well as the eight urban growth centers and the two corridors that were designated by the 2002 General Plan.

The purpose of the master plan is to implement the goals and policy recommendations of the 2002 Prince George’s County Approved General Plan to improve the quality of life within the county’s established communities, promote mixed-use development along transportation corridors and at targeted centers and nodes, encourage local economic development, and protect environmentally sensitive areas.

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Vision Subregion 4 thrives as the “heart of Prince George’s County.” It is home to more than one-third of the county’s residents and employment base. As described in the General Plan’s vision for the Developed Tier, the subregion is a unique location where new and older suburban neighborhoods are balanced by development that is more urban in character. The following guiding principles are envisioned in for the future of Subregion 4:

Revitalized Neighborhoods: This plan envisions balancing new development that optimizes existing infrastructure while maintaining and revitalizing existing neighborhoods and commercial areas through redevelopment, adaptive reuse, preservation, and conservation.

Focus New Development at Centers: There is a network of sustainable, medium- to high-density, transit-supporting, mixed-use, pedestrian-oriented neighborhoods located at eight growth centers and connected by a multimodal transportation network. Reinforce Subregion 4 as an Industrial and Employment Center for the Region: Additional employment centers exist in the many industrial and business parks along the subregion’s boundaries. The industrial areas are improved and buffered to minimize their visual and environmental impacts.

Improved Mobility for Walking, Biking, Transit, and Driving: The plan envisions a fully integrated multimodal system of “complete streets,” which safely integrate vehicular, pedestrian, bicycle, bus, and Metro transit. Improvements recommended in the plan are aimed at ensuring safe and efficient transit connections.

Improved Community Character and Sense of Place: Smaller, urban-scale residential communities, neighborhood commercial centers, and older “main streets” also exist to meet residents’ needs.

Build Upon Shared Needs and Improve Connections: In order to implement the vision of this plan, residents, business owners, the county, state, municipalities, and private developers must work together. A newly created community development

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Executive Summary

corporation (CDC) brings stakeholders together to work toward a shared vision and meet the housing, community, and economic development needs of the area.

Recommendations

The following summarize the recommendations for each of the plan’s elements.

Land Use And Community Design

■■ Offer a well-balanced mix of single-family, multifamily, owner-occupied and rental properties for all age groups, in a range of price points in both established and new neighborhoods.

■■ Establish a hierarchy of neighborhood, regional, and transit-oriented commercial centers to serve the Subregion 4 area and its surrounding communities. ■■ Heighten the image and range of offerings in the industrialized areas of Subregion 4 to attract a higher quality of light industrial, research and development, and business park uses offering expanded employment opportunities. ■■ Focus redevelopment and economic development resources and initiatives in the underutilized areas of Subregion 4.

■■ Establish a hierarchy of open spaces for Subregion 4 that reinforces the natural corridors of the Green Infrastructure Plan, while also providing for a series of new public or private urban parks and recreation spaces incorporated within new development initiatives.

Housing and Community Revitalization

■■ Improve physical and socioeconomic conditions within older neighborhoods. ■■ Guide and implement housing development and neighborhood revitalization through a nonprofit CDC.

■■ Establish a close working relationship between the municipalities located in Subregion 4 and a future CDC that will plan and implement housing development projects. ■■ Prepare a series of strategic implementation plans for the neighborhoods.

■■ Reduce the high concentration of foreclosed and abandoned properties. ■■ Introduce initiatives to address the growing number of lower income residents who lack basic life skills needed to reduce their dependence on public subsidies.

Transportation and Trails System

■■ Encourage a bus and rail transit system, including public parking facilities, that provides efficient and user-friendly service. The goal of this system within centers and along corridors is to eliminate the need for private automobiles. ■■ Support and implement the proposed rapid bus line from the Purple Line terminus to the Suitland Metro Station.

■■ Ensure the transportation facilities are adequate prior to approval of any new development within established neighborhoods and in the designated centers in accordance with the procedures provided in the County Code.

■■ Develop and maintain facilities that allow public safety personnel to respond as quickly and efficiently as possible. ■■ Provide for adequate solid waste disposal.

■■ Provide adequate public water and sewer service to eligible areas.

Historic Preservation

■■ Evaluate historic resources and historic survey areas for consideration as historic sites/districts or conservation districts. ■■ Explore the partnerships and leveraging of resources to maximize the potential of underutilized historic properties.

■■ Educate landowners about the history of their community and appropriate maintenance, conservation, and rehabilitation of properties. ■■ Implement physical improvements to the visibility and access of historic sites and resources.

■■ Facilitate the safe and orderly movement of traffic.

■■ Assure that the regulatory framework is adequate to protect historic sites and resources.

■■ Recognize the importance of connected ecological systems by protecting, preserving, and enhancing the county’s Green Infrastructure network.

■■ Acquire developable parcels of land that are either adjacent to existing parks or would improve connectivity between existing parks.

Environmental

■■ Protect environmental corridors by focusing development outside the network.

■■ Create an interactive mapping tool that can be used by all county agencies involved with planning and implementation of stormwater, water quality, and related improvements.

■■ Support a subregion policy to direct redevelopment and infill development to existing and planned development areas instead of “greenfield” areas.

Public Facilities

■■ Integrate school planning into communitywide planning.

■■ Update school facility policies and requirements to accommodate urban standards. ■■ Provide all residents with adequate and convenient access to public library facilities.

Parks and Open Space

■■ Integrate underutilized open space on school properties into the parks network.

■■ Renovate and upgrade older parks to accommodate changing recreational demands. ■■ Maintain undeveloped parks as open space or wooded buffers. ■■ Create urban squares, civic greens, and plazas outside of centers.

■■ Continue to preserve and restore stream valleys as a natural resource with trail connections. ■■ Create programs and provide facility planning for youth.

Quality of Life/Community Development

■■ Provide a continuous network of sidewalks and bikeways to facilitate pedestrian use and access. ■■ Create crime prevention programs that get entire communities involved.

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■■ Develop an educational program to inform the public of the importance of recycling.

Economic Development

■■ Establish a residential infill development program for market-rate housing.

■■ Create a homeownership assistance center. ■■ Develop a more comprehensive façade improvement program for commercial properties.

■■ Identify tax increment financing locations to promote neighborhood-serving commercial development.

■■ Develop regulatory and incentive programs that encourage reinvestment in blighted residential and industrial areas. ■■ Provide physical buffers between residential neighborhoods and industrial areas.

■■ Create financial incentives to attract various types of industrial development for diversification.

■■ Open a local small business development and workforce training center. ■■ Develop apprenticeship and internship programs between high schools and local employers.

Redevelopment Opportunity Sites Nine opportunity sites were identified for potential redevelopment opportunities. Strategies were provided to guide future development. FedEx Field Parking Area Redevelopment Initiative: Encourage the development of a mixed-use village center that supports the activity of the FedEx Field stadium and possesses a character that complements the adjacent established areas. Martin Luther King Jr Highway/Glenarden City Revitalization: Encourage the development of a new character and image for Martin Luther King Jr Highway that is inviting to pedestrians and promotes the City of Glenarden. Martin Luther King Jr Highway/Seat Pleasant/ Fairmount Heights Revitalization: Retain, expand, and complement commercial, retail, and business development along Martin Luther King Jr Highway at Seat Pleasant.

Executive Summary

Marblewood Avenue Industrial Area Redevelopment: Encourage the development of a mixed-use village that complements the character of adjacent established areas and supports the development of the Cheverly Metro Center. Donnell Drive Mixed-Use Village Center: Encourage the development of a mixed-use village center built upon the established retail center that supports local and regional customers. Forestville/Ritchie Road Industrial/Business Park Development: Encourage the redevelopment of the underutilized retail site as an industrial/ business park within the existing industrial zone. Central Avenue between Norair Avenue and Brightseat Road Redevelopment: Redevelop existing vacant and scattered commercial properties with two- to three-story mixed commercial uses. Sheriff Road and Eastern Avenue Redevelopment: Transform this gateway corridor by retaining the institutional uses and introducing commercial and street level mixed-uses to create a main street character. Sheriff Road and Martin Luther King Jr Highway Redevelopment: Revitalize this intersection, create a new mixed use employment complex on the site of the former Giant headquarters and introduce small-scale commercial mixed-use buildings on surrounding parcels.

Economic Development Focus Areas A number of opportunity areas throughout the subregion were analyzed for their market potential. The following areas offered potential for future redevelopment through targeted implementation efforts from the public and private sectors. Landover Road and Martin Luther King Jr Highway: Refocus and cluster new businesses in close proximity to existing shopping centers. Addison Road and Martin Luther King Jr Highway: Provide incentive packages to stimulate reinvestment in aging properties. Silver Hill Road and Suitland Road: Develop a business improvement district (BID) to attract new investment.

Forestville Shopping Center: Provide appropriate physical buffers between the site and nearby residential areas.

widened sidewalks. Underutilized land in the Garden City area will be replaced by new, mixeduse development.

Summerfield Military Housing Development: Encourage transit-oriented development (TOD) through zoning changes and financial incentives.

Landover Metro Regional Center: The vision for development of the Landover Metro center includes TOD that creates an urban, mixed-use environment close to the Metro station and is connected to the existing industrial district. This district would offer a prime location for existing and new businesses. Distinctive high-quality development would be located along Landover Road and 75th Avenue, and the Beaverdam Creek corridor would be preserved and naturally enhanced.

General Plan Centers

Addison Road–Seat Pleasant Metro Community Center: The vision for development of the Addison Road–Seat Pleasant Metro center includes a dense, pedestrian-friendly, vertical, mixed-use development west of the Metro station, along Central Avenue and East Capitol Street. It also includes a gridded street network and a publicly accessible network of civic greens, while preserving the existing viable residential areas and enhancing the Cabin Branch Stream. Morgan Boulevard Metro Regional Center: The vision for development of the Morgan Boulevard center includes reestablishing Central Avenue as a commercial and retail corridor. The Metro station would feature vertical, mixed-use buildings, TOD, a network of civic greens, civic buildings, and historic features that are integrated into the surrounding urban fabric linked by an integrated, pedestrian-friendly road network. Landover Gateway Regional Center: The vision for development of the Landover Gateway center includes a new, vibrant mixed-use downtown, centered on the former Landover Mall site and Brightseat Road. A variety of neighborhoods are envisioned with a range of housing types linked by an enhanced and expanded network of pedestrian connections, open spaces, and civic places. Landover Gateway will also be an important destination with the potential to house cultural, educational, and office uses. New Carrollton Metro Metropolitan Center: The vision for development of the New Carrollton Metro center includes a high-intensity commercial, retail, and residential mixed-use district that serves the county and the region. A widened, retail-lined pedestrian concourse will connect the north and south entrances to the Metro station. Annapolis Road will become a tree-lined, urban boulevard bordered by mid-rise, mixed-use buildings along

Suitland Metro Regional Center: The vision for development of the Suitland Metro center includes a compact, pedestrian-friendly, mixed-use town center that is human-scaled with contextually designed buildings and ground-floor retail. Attractive, walkable, and safe public spaces with well-designed public amenities will connect to wide, well-lit sidewalks that allow people to walk comfortably, shop, socialize, and recreate. Cheverly Metro Community Center: The vision for development of the Cheverly Metro center includes compact, mixed-use TOD at the Metro station, along Arbor Street, and in the Old 4th Ward, which would become a neighborhoodserving commercial corridor. New development would provide safe pedestrian connections to the Metro station and a quality public realm. Capitol Heights Metro Community Center: The vision for development of the Capitol Heights Metro center builds upon the unique characteristics of the Town of Capitol Heights. It promotes a wide range of building types, including a diverse mix of housing; the preservation of existing neighborhoods and new infill development; and smaller-scale retail that is consistent with the scale and character of the existing businesses along Old Central Avenue.

Implementation

One of the most important observations of stakeholders was how does Prince George’s County take the vision created during this effort and make it into a reality? Recommendations included in this Approved Subregion 4 Master Plan and Sectional Map Amendment

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section relate to creating the tools necessary for the county to stimulate and attract investment from the private sector. Concerns were raised about the interaction between the living and industrial areas, with a focus on mitigating the impacts that each area has on the other. The proposed economic development initiatives incorporated into the master plan attempt to address the desired goals and objectives outlined above while responding to the current economic conditions through five broad approaches: 1. Protect and preserve the urbanizing residential and commercial development patterns within the living areas by providing support for the rehabilitation of existing neighborhoods. 2. Guide and implement housing development and neighborhood revitalization through a newly established CDC. 3. Develop a comprehensive toolbox for the various county stakeholders involved in implementing the master plan that provides an effective collection of action and funding sources. 4. Maintain and encourage the continued success of Subregion 4 industrial and employment areas, developing an investment climate that attracts the type of companies being sought for Prince George’s County. 5. Improve the quality of and access to workforce training and continuing education programs, enhancing the subregion’s existing employment base as well as encouraging the local youth to further the development of marketable skills.

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Executive Summary

S U B R E G I O N

Part I:

Introduction

Subregion 4

A Plan for the Heart of Prince George’s

Approved Subregion 4 Master Plan and Sectional Map Amendment

M A S T E R P L A N

Background

BACKGROUND

Chapter

S U B R E G I O N

4 M A S T E R

The District Council initiated the Subregion 4 Master Plan and Sectional Map Amendment on September 16, 2008, and it was approved on June 1, 2010. The Subregion 4 Master Plan area includes the communities that are located in central Prince George’s County from the District of Columbia boundary (Southern and Eastern Avenues) on the west, the Capital Beltway on the east, US 50 ( John Hanson Highway) and the Metro Orange Line rail corridor on the north, and Suitland Parkway on the south (see Map 1-1 on page 5). This plan replaces the master plans for Planning Areas 72 and 75A and B, which compose Subregion 4.

P L A N

The Subregion 4 Master Plan, developed in conjunction with the municipalities of Capitol Heights, Cheverly, District Heights, Fairmount Heights, Glenarden, and Seat Pleasant, contains goals, policies, and strategies to guide future growth in the plan area. The accompanying sectional map amendment implements the master plan recommendations by amending the zoning map. Approved Subregion 4 Master Plan and Sectional Map Amendment

Plan Organization This plan is organized around five parts with 15 chapters to generally reflect the policies and elements of the 2002 General Plan. Part I, Introduction, provides a description of the existing plan area and the public participation process. Part II, Vision and Recommendations, provides a description of all of the key components, including the proposed land use and development pattern for the subregion, with detailed descriptions of the plans for the living areas, centers, and industrialized areas. The chapters in Part III, Infrastructure Elements, along with Part IV, Community Development and Character, establish the goals, policies, and strategies for achieving the vision. Part V, Implementation, includes strategies to achieve the key objectives identified in the plan along with the sectional map amendment, which identifies recommended zoning changes necessary to implement the proposed land use plan.

Plan Purpose The purpose of this master plan is to implement the recommendations of the 2002 Prince George’s County Approved General Plan. The major goals of this master plan are: ■■ To enhance the quality and character of the existing communities.

■■ To encourage quality economic development.

■■ To preserve and protect environmentally sensitive land.

■■ To make efficient use of existing and proposed county infrastructure and investment.

■■ To provide for a safe and accessible multimodal transportation system. ■■ To provide needed public facilities in locations that efficiently serve the region’s population. ■■ To identify feasible implementation strategies to achieve the key recommendations of the master plan.

This plan provides strategies for revitalization and redevelopment, policies to preserve and enhance the area’s assets, and strategies to encourage economic development and improve the quality of life in the area.

Part I: Introduction Background

This plan is useful for property owners, residents, developers, and the general public as a guide for future development in the area. For planning staff and other government agencies, it provides a guide for evaluating development proposals and setting priorities for service delivery, program funding, and capital improvements. For elected officials, it becomes a reference guide for making land use, development, and funding decisions.

Planning Area Boundary and Regional Setting The Subregion 4 plan area is largely residential, but also includes seven Metro stations (Cheverly, Landover, New Carrollton, Capitol Heights, Addison Road-Seat Pleasant, Morgan Boulevard, and Suitland), significant industrial/employment areas, several shopping centers, and regional open space, such as Walker Mill Regional Park. (See Map 1.1) Subregion 4 is approximately 29 square miles.

Relationship to the 2002 Prince George’s County General Plan The Subregion 4 Master Plan establishes development policies consistent with the intent and vision of the 2002 General Plan. The General Plan established three growth policy tiers, seven corridors, and 26 centers to guide the future development in the county. Subregion 4 is located in the Developed Tier. The vision for the Developed Tier is a network of sustainable, transitsupporting, mixed-use, pedestrian-oriented, medium- to high-density neighborhoods. The supporting policies for the Developed Tier emphasize quality infill and redevelopment and a streamlined review process. It also should be considered the highest priority for public funding. The General Plan creates a planning framework that emphasizes mixed-use (residential, office, and commercial) development around the 26 designated growth centers and nodes along seven designated corridors. Subregion 4 contains eight of the General Plan designated centers and two designated corridors.

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BACKGROUND

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Approved Subregion 4 Master Plan and Sectional Map Amendment

Most of these General Plan centers are located around the county’s existing or planned transit stations to take advantage of the transportation infrastructure. The centers are divided into three categories based on the character and intensity of development that is anticipated at that location. Metropolitan centers have a high concentration of land uses that attract employers, workers, and customers from other parts of the Washington, D.C., region. The New Carrollton Metro area is a metropolitan center. Regional Centers are locations for regionally marketed commercial, office, some higher education, and sports or recreation facilities that primarily service Prince George’s County. Landover Metro, Landover Gateway, Morgan Boulevard Metro, and the Suitland Metro areas are regional centers. Community centers are locations for concentrations of activities, services, and land uses that serve the immediate communities that surround that station. Capitol Heights Metro, Addison Road-Seat Pleasant Metro, and the Cheverly Metro areas are community centers. Central Avenue and Pennsylvania Avenue are two of the seven corridors designated in the General Plan where nodes of more intensive development and redevelopment should be encouraged. In the Developed Tier, these corridors should contain a higher intensity of residential and nonresidential land uses and a greater mix of uses that are regional in scope. Corridor development should occur at designated nodes and be transit oriented.

Relationship to Other Plans, Studies, and Legislation In addition to implementing the 2002 Prince George’s County Approved General Plan, the Subregion 4 Master Plan replaces the following plans: ■■ 1985 Approved Master Plan for Suitland-District Heights and Vicinity, Planning Areas 75A and 75B ■■ 1993 Approved Master Plan and Sectional Map Amendment for Landover and Vicinity (Planning Area 72)

Part I: Introduction Background

Updates are: ■■ 2000 Approved Sector Plan and Sectional Map Amendment for the Addison Road Metro Town Center and Vicinity

■■ 2004 Approved Sector Plan and Sectional Map Amendment for the Morgan Boulevard and Largo Town Center Metro Areas

It also builds upon the 2006 Central Avenue Corridor Development Strategy Planning Study, the 2007 Greater Central Avenue Public Facilities Implementation Plan, 2009 Approved Landover Gateway Area Sector Plan and Sectional Map Amendment, 2010 Approved New Carrollton Transit District Development Plan (TDDP) and Transit District Overlay Zoning (TDOZ) Map Amendment, the 2005 Approved Sector Plan and Sectional Map Amendment for the Tuxedo Road/Arbor Street/ Cheverly Metro Area, 2006 Approved Suitland Mixed-Use Town Center Development Plan, 2007 Capitol Heights Approved TDDP and TDOZ Map Amendment, and the 2009 Approved Marlboro Pike Sector Plan and Sectional Map Amendment.

2009 Smart, Green, and Growing Act

This act, which went into effect on October 1, 2009, replaced the state’s eight existing planning visions set forth in the 1992 Maryland Growth, Resource Protection, and Planning Act and the 1997 Smart Growth and Neighborhood Conservation Act with 12 new visions in order to guide growth and development in Maryland. Local jurisdictions are required to include these visions in their comprehensive plan and implement them through the adoption of applicable zoning and subdivision ordinances and regulations. The Maryland growth, resource protection, and planning policy is the following: 1. Quality of Life and Sustainability: a high quality of life is achieved through universal stewardship of the land, water, and air resulting in sustainable communities and protection of the environment. 2. Public Participation: citizens are active partners in the planning and implementation of community initiatives and are sensitive to their responsibilities in achieving community goals.

4. Community Design: compact, mixed-use, walkable design consistent with existing community character and located near available or planned transit options is encouraged to ensure efficient use of land and transportation resources and preservation and enhancement of natural systems, open spaces, recreational areas, and historical, cultural, and archeological resources. 5. Infrastructure: growth areas have the water resources and infrastructure to accommodate population and business expansion in an orderly, efficient, and environmentally sustainable manner. 6. Transportation: a well-maintained, multimodal transportation system facilitates the safe, convenient, affordable, and efficient movement of people, goods, and services within and between population and business centers. 7. Housing: a range of housing densities, types, and sizes provides residential options for citizens of all ages and incomes. 8. Economic Development: economic development and natural resource-based businesses that promote employment opportunities for all income levels within the capacity of the state’s natural resources, public services, and public facilities are encouraged. 9. Environmental Protection: land and water resources, including the Chesapeake and coastal bays, are carefully managed to restore and maintain healthy air and water, natural systems, and living resources. 10. Resource Conservation: waterways, forests, agricultural areas, open space, natural systems, and scenic areas are conserved. 11. Stewardship: government, business entities, and residents are responsible for the creation of sustainable communities by collaborating to balance efficient growth with resource protection.

12. Implementation: strategies, policies, programs, and funding for growth and development, resource conservation, infrastructure, and transportation are integrated across the local, regional, state, and interstate levels to achieve these visions.

BACKGROUND

3. Growth Areas: growth is concentrated in existing population and business centers, growth areas adjacent to these centers, or strategically selected new centers.

The Maryland Department of Planning (MDP) is required to prepare and publish a report on the statewide impacts of Adequate Public Facilities Ordinances (APFO) on or before January 1st every two years; in order for the state to accomplish this, the bill requires local jurisdictions to submit a report to MDP every two years if an APFO results in a restriction in a priority funding area (PFA). The bill authorizes local jurisdictions to establish both transfer of development rights and land acquisition programs within PFAs. Proceeds from the sale of these development rights must be used for land acquisition and public facility construction in the PFA. A public facility includes recreational facilities, transportation facilities, transit-oriented development, and schools and educational facilities.

2006 Central Avenue TransitOriented Development Corridor Development Strategy The study focuses on four major goals:

■■ Advancing circulation and safety—especially for pedestrians and bicyclists. ■■ Utilizing land use planning to maintain the integrity of the existing residential neighborhoods, and commercial and industrial areas.

■■ Maintaining and improving the quality of the environmentally sensitive areas along the corridor.

■■ Improving the image and identity of the area by enhancing the cultural and natural elements along the corridor.

The Subregion 4 Master Plan builds upon the recommendations and strategies that were presented in this study. Those recommendations were considered within the larger context of the subregion and some modifications were made to address the market conditions forecasted for the area. However, the overall vision and the vast majority Approved Subregion 4 Master Plan and Sectional Map Amendment

of recommendations that arose from the Central Avenue corridor are included in the Subregion 4 Master Plan.

2009 Approved Landover Gateway Sector Plan and Sectional Map Amendment

This plan focuses generally on the former Landover Mall site and the commercial and residential properties located within approximately a half-mile radius of the former mall site. The plan envisions a transformation of the Landover Gateway area into a vibrant 24-hour activity center with a dense urban form and a mix of uses. The core area is anchored by a complex of signature office towers offering a range of civic uses, from governmental to cultural facilities, adjacent to the Capital Beltway and including a mixed-use main street. The 2002 General Plan designates the Landover Gateway Sector Plan area as a community center. The land use mix and development intensity recommended for community centers in the General Plan are incompatible with the new downtown area envisioned in the sector plan. Therefore, the sector plan recommends redesignating the Landover Gateway area as a regional center. A regional center designation allows for a higher concentration of land uses and economic activities, including a higher density and intensity of development. Portions of the Landover Gateway Sector Plan area west of the Capital Beltway are included in the Subregion 4 Master Plan boundaries. All of the recommendations from the Landover Gateway plan have been accepted as a foundation for this Subregion 4 plan. The goal is to build upon those recommendations, provide for future connections, and develop complementary land use plans to those provided in the Landover Gateway plan. (In the event that there are any contradictions in the two documents, the 2009 Approved Landover Gateway Sector Plan and Sectional Map Amendment will supersede any information provided in the Subregion 4 Master Plan. The Subregion 4 SMA amends the previous zoning recommendations.) For further details see the Landover Gateway Plan.

Part I: Introduction Background

2010 Approved New Carrollton Transit District Development Plan and Transit District Overlay Zoning Map Amendment The New Carrollton TDDP sets out a development vision for the New Carrollton Transit District that articulates vibrant and diverse neighborhoods, a multimodal transportation system, sustainable and accessible environmental infrastructure, and pedestrian-oriented urban design. This vision emphasizes: ■■ Transit-oriented development (TOD) near Metro stations and clearly defined neighborhoods with distinct characters and functions.

■■ Pedestrian-oriented (re)development in the transit district.

■■ Protected environmentally sensitive areas, minimal impacts of development, and expanded recreational opportunities and trail/bikeway connections. ■■ Maximum housing opportunities within walking distance of Metro stations.

Portions of the New Carrollton TDDP area are included in the Subregion 4 Master Plan boundaries. All of the recommendations from the New Carrollton TDDP and TDOZ have been accepted as a foundation for this Subregion 4 plan. The goal is to build upon those recommendations, provide for future connections, and develop complementary land use plans to those provided in the New Carrollton TDDP and TDOZ. (In the event that there are any contradictions in the two documents, the 2010 Approved New Carrollton Transit District Development Plan and Transit District Overlay Zoning Map Amendment will supersede any information provided in the Subregion 4 Master Plan. The Subregion 4 SMA amends the previous zoning recommendations.) For details see the New Carrollton TDDP.

2009 Approved Marlboro Pike Corridor Sector Plan and Sectional Map Amendment

The vision for the area is to revitalize and preserve the Marlboro Pike corridor and surrounding

The Subregion 4 plan encompasses Marlboro Pike within its boundaries. The adoption of the Subregion 4 Master Plan does not alter the legal status of the Marlboro Pike Sector Plan as the guiding policy for the area. The plans will mirror each other and, in certain locations, the Subregion 4 plan will expand upon land use concepts recommended in the Marlboro Pike Sector Plan. All of the recommendations from the Marlboro Pike Sector Plan have been accepted as a foundation for this Subregion 4 Master Plan. The goal is to build upon those recommendations, provide for future connections, and develop complementary land use plans to those provided in the Marlboro Pike Sector Plan. (In the event that there are any contradictions in the two documents, the 2009 Approved Marlboro Pike Corridor Sector Plan and Sectional Map Amendment will supersede any information provided in this document.) For details see the Marlboro Pike Corridor Sector Plan.

2008 Approved Capitol Heights Transit District Development Plan and Transit District Overlay Zoning Map Amendment

The goal of the Capitol Heights TDDP is to provide for TOD within the Capitol Heights TDOZ. The Capitol Heights TDOZ is intended to ensure that the development of land in the vicinity of the Capitol Heights Metro Station maximizes transit ridership, serves the economic and social goals of the area, and takes advantage of the unique development opportunities that multimodal public transportation provides. The Subregion 4 Master Plan encompasses Capitol Heights within its boundaries. The adoption of the Subregion 4 plan does not alter the legal status of

the Capitol Heights TDDP and TDOZ as the guiding policy for the area. All of the recommendations from the Capitol Heights TDDP and TDOZ plan have been accepted as a foundation for this Subregion 4 plan. The goal is to build upon those recommendations, provide for future connections, and develop complementary land use plans to those provided in the Capitol Heights TDDP. (In the event that there are any contradictions in the two documents, the 2008 Approved Capitol Heights Transit District Development Plan and Transit District Overlay Zoning Map Amendment will supersede any information provided in the Subregion 4 Master Plan. The Subregion 4 SMA amends the previous zoning recommendations.) For details see the Capitol Heights TDDP/TDOZ.

BACKGROUND

communities. The goal of the plan is to address the area’s deteriorating condition by developing policies that will guide future investment, revitalization efforts, and development along the corridor. The plan recommends enhancing existing major commercial nodes, supporting transition areas for secondary redevelopment opportunities, and promoting conservation areas to protect established communities. The SMA recommends zoning changes to implement the plan’s vision and land use concepts.

2006 Approved Suitland Mixed-Use Town Center Zone Development Plan

The goal has been to create a new mixed-use town center (M-U-TC) for Suitland. The vision for this regional center is mixed residential and nonresidential development at moderate to high densities and intensities, with a strong emphasis on TOD. The Suitland M-U-TC Development Plan is intended to capitalize on the new development and redevelopment that is occurring at the Suitland Federal Center and at various older apartment complexes abutting the business district. The M-U-TC Zone, as established by the county, is intended to encourage flexibility in land uses within a defined area in order to create active, economically viable settings in which to live and work. To ensure that each M‑U‑TC Zone is responsive to its specific context, a set of local design standards and guidelines are established as part of the M‑U‑TC zoning process. Through the establishment of a clear set of expectations and a simplified development process, it is anticipated that an M-U-TC Zone will be able to attract new development more readily than it might without such designation. Finally, each M-U-TC encourages ongoing community involvement with the establishment of a local advisory group to review development proposals for the area.

Approved Subregion 4 Master Plan and Sectional Map Amendment

The Subregion 4 Master Plan encompasses Suitland M-U-TC within its boundaries. The adoption of the Subregion 4 plan does not alter the legal status of the Suitland M-U-TC as the guiding policy for the area. All of the recommendations from the Suitland M-U-TC plan have been accepted as a foundation for the Subregion 4 plan. The goal is to build upon those recommendations, provide for future connections, and develop complementary land use plans to those provided in the Suitland M-U-TC plan. (In the event that there are any contradictions in the two documents, the 2006 Approved Suitland Mixed-Use Town Center Development Plan will supersede any information provided in the Subregion 4 Master Plan. The Subregion 4 SMA amends the previous zoning recommendations.) For details see the Suitland M-U-TC plan.

2005 Approved Tuxedo Road/ Arbor Street/Cheverly Metro Area Sector Plan and Sectional Map Amendment

The vision for the Tuxedo Road Arbor Street/ Cheverly Metro area is to create a neighborhood shopping street to serve residents’ and employees’ needs and to provide pedestrian connections to the Cheverly Metro Station. The plan envisions compact and mixed-use TOD, including an attractive and efficient industrial community at Tuxedo Road and Kenilworth Avenue. The Subregion 4 Master Plan incorporates the southern portion of the sector plan area, including the Cheverly Metro Station. The adoption of the Subregion 4 plan does not alter the legal status of the Tuxedo Road/Arbor Street /Cheverly Metro Area Sector Plan as the guiding policy for the area. All of the recommendations from the Tuxedo Road/Arbor Street /Cheverly Metro Area Sector Plan have been accepted as a foundation for this Subregion 4 plan. The goal is to build upon those recommendations, provide for future connections, and develop complementary land use plans to those provided in the Tuxedo Road/Arbor Street/ Cheverly Metro Area Sector Plan. (In the event that there are any contradictions in the two documents, the 2005 Approved Sector Plan and Sectional Map Amendment for the Tuxedo Road/Arbor

Part I: Introduction Background

Street/Cheverly Metro Area will supersede any information provided in the Subregion 4 Master Plan. The Subregion 4 SMA amends the previous zoning recommendations.) For details see the Tuxedo Road/Arbor Street/Cheverly Metro Area Sector Plan.

Public Participation Process One of the most critical components of a successful and sustainable plan is an open and inclusive public participation process that provides for broad and active community engagement. Effective community engagement is the process of involving the public in plan making starting from its early stages, including identifying issues and assets, setting goals through visioning, and formulating the final plan. Through the involvement of community residents, business owners, and government officials, there is a conscious effort to incorporate the ideas and aspirations of all segments of the community into a shared vision for the future. The plan was developed in partnership with the six municipalities, numerous community organizations, and a broad-based representation of residents, landowners, business owners, members of the development community, and representatives from federal, state, and county agencies. As a result, this plan contains an assessment of existing conditions in the master plan area, including retail and residential markets, along with community and household demographics. The Subregion 4 Master Plan effort established an inclusive public engagement process. Through this process, every voice in the Subregion 4 community was given the opportunity to be heard. Community meetings were held in three different zones of the subregion to ensure that everyone had a chance to participate and to discuss in more detail the area in which they lived and were most familiar. The three zones were identified at the beginning of the process and serve a purely organizational role.

BACKGROUND

Communication Tools The planning team used various communication tools to effectively inform, educate, and encourage public participation. A project web site was established early in the planning process and to provide community meeting and event information, project team contact information, presentation materials, as well as summaries of the public comments from different meetings and planning efforts. An extensive mailing list was also employed. The mailing list is an important notification tool for public meetings and project activities. It includes county elected officials, registered homeowner associations, participants in previous planning efforts in Subregion 4, and citizens. Groups, organizations, officials, and residents were encouraged to notify other stakeholders about Subregion 4 Master Plan activities. The planning team made every effort to provide sufficient notice of meetings and events through the project web site, by delivering flyers to key locations in the community, and by notifications sent via mail. Notices announcing each meeting were mailed to households within the project area. Addresses were attained from the county tax assessor’s mailing list as well as the roll of registered voters within the area. Over 20,000 mailings were sent to residents within the project area through the course of the planning process to announce master plan meetings and workshops. Involving the public is vital to fulfilling the project’s mission. This component includes researching community needs, taking the message to the public, and getting citizens to the community meetings. The project team worked closely with individuals and local groups at community meetings, interviews, workshops, and presentations.

PowerPoint presentation during community meeting in Zone 1

Break-out group discussion during community meeting in Zone 2

Community Meetings Approach

A series of community meetings were facilitated to solicit public comments. This public engagement process consisted of over 20 key community meetings in the Subregion 4 Master Plan area between August 2008 and February 2009. Some of the meetings were focused on the living and

Group discussion during community meeting in Zone 3 Approved Subregion 4 Master Plan and Sectional Map Amendment

industrial areas and some on the specific challenges and opportunities regarding the eight centers that were identified in the 2002 Prince George’s County Approved General Plan. In addition, staff attended more than 20 other meetings and events in the community to share information with the municipalities, civic associations, and community organizations during the planning process.

Summary Documents

A written report for each public meeting was prepared and made available for public review. These reports included a summary of the background material reviewed and distributed during the meeting and the residents’ feedback.

Public Input Process and Findings

Small Group Introductory Meetings and Interviews Seven introductory small group meetings took place throughout the entire Subregion 4 area during the week of August 11, 2008. In addition, individual stakeholder interviews took place at the end of August and at the beginning of September. During the meetings, information was gathered from stakeholders about the area. Key issues and opportunities that needed to be addressed in this effort emerged. The initial input that was gathered helped form the public engagement methods and was used to frame subsequent meetings.

Market Assessment Interviews

The Planning Department, in coordination with the Prince George’s County Economic Development Corporation, conducted several interviews with real estate professionals to better understand the market climate and opportunities within Subregion 4. These interviews offered the respondents an opportunity to provide their perspectives on the subregion and its role within Prince George’s County and the greater Washington, D.C., metropolitan area.

Opportunities

The consensus among the respondents indicated there are very few market opportunities within Subregion 4 in the short term. It was noted that

Part I: Introduction Background

the national economic downturn and financial problems, combined with local over-speculation in the real estate market, has adversely impacted all of the metropolitan area. However, it was noted that the comparatively weaker markets in Subregion 4 have led to a more pronounced impact for local residents and businesses. The only market believed to have short-term viability within Subregion 4 is industrial and warehouse/flex development. The exodus of businesses from Washington, D.C., and the location’s competitive advantages make the subregion a desirable place for businesses to locate. Longer-term prospects are more positive. The locational advantages for industrial users apply to residential users as well. Given the potential to develop around the subregion’s seven Metro stations, most respondents believe that market pressure will eventually push into Subregion 4. The initiation of developments, such as Woodmore Town Center, Ritchie Station Marketplace, and Westphalia Town Center, also were noted as positives for Subregion 4.

Community Representative Discussions

One of the important elements that has defined the community engagement effort in Subregion 4 has been meetings and discussions with active neighborhood and civic organizations, as well as discussions with representatives of the municipalities that compose much of Subregion 4. In particular, planning team representatives met with Prince George’s County government officials to discuss how county government interfaced with cities, such as Glenarden, Seat Pleasant, Capitol Heights, Fairmount Heights, and District Heights.

First Community Input Meeting

In the second week of September 2008, three community meetings took place in the respective zones of Subregion 4. During these meetings, a short PowerPoint presentation provided the participants with background information regarding findings from the preplanning efforts, professional research, and analysis outcomes to that date. The planners facilitated two exercises with the attendees to obtain input at this early stage of the project. A summary of the opportunities, assets and strengths, shortfalls and weaknesses, issues and

Second Community Input Meeting

The second round of community meetings occurred the evenings of October 13, 14, and 15, 2008. Having taken into consideration public comments regarding challenges and opportunities as they emerged in the previous community meetings, and as they were identified from the professional planning research to that date, a list of goals was created. The emerging goals were categorized under the appropriate topic for each zone. During the break-out group sessions, the attendees were asked to review the listed goals and to identify additional ones. Subsequently, with the use of colored dots, the participants were asked to prioritize which goals they thought were most important in each category. A prioritized list of goals for each zone is listed on the following pages.

Third Community Input Meeting

BACKGROUND

threats, and sustainability factors was compiled for each zone and per each topic and was shared with the community in subsequent meetings and through the project website.

The purpose of the third community meeting was to present how the opportunities, issues, and goals for each of the zones interrelate and have led to the creation of initial action items/strategies in the form of policies, programs, or projects. The emerging action items were presented briefly to stakeholders for consideration and then the groups were divided into their geographical zones to discuss the policies, programs, and projects. Some groups participated in a supplemental plan mapping exercise that entailed rotating through three group stations: (1) economic and land use, (2) housing/ neighborhoods and transportation, and (3) environment/public facilities/historic preservation, etc.

Final Community Input Meeting

In mid-February 2009, through an open house format, the final plan recommendations were presented to the community. In that final meeting, the plans for the General Plan centers and the living and industrialized area plans and recommendations were merged into an overall plan. During a four-hour open house event, the attendees had the opportunity to interact with the planners and participate in one-on-one discussions about specific recommendations as they related to the area in which they live.

Community Goals Discussion on housing revitalization and economic development at the third community meeting.

For planning purposes, the subregion was subdivided into six living areas. These living areas were then organized into three zones to facilitate public outreach (see Map 1-2 on page 14). The following introduces the priority goals of each of the three zones:

Zone 1

Land Use and Development Pattern ■■ Attract higher-quality, desirable uses to the area that meet a current community need or provide a new opportunity for the area.

Group discussion on plan elements at the third community meeting.

Map 1-2: Public Input Organizational Zones

Zone 1

Glenarden Glenarden

A Cheverly Cheverly

Fairmount Fairmount Heights Heights

Seat Seat Pleasant Pleasant

Zone 2

Capitol Capitol Heights Heights

District District Heights Heights

Zone 3

NORTH

Legend

Living Areas A-F

Orange Line Metro Station

Planning Zones

Blue Line Metro Station

Industrial/Employment Areas

Green Line Metro Station

Part I: Introduction Background

1/4 mi.

1/2 mi.

3/4 mi. 1 mi.

BACKGROUND

Economic Development ■■ Provide a strong investment climate to stimulate opportunities to attract good-paying, stable jobs. ■■ Improve the perceptions and realities of public safety.

Implementation

■■ Create an open line of communication between local, state, and federal government agencies involved in the implementation of the master plan.

Environment Introductory presentation during community meeting in Zone 1.

Urban Design ■■ Design and implement public and private spaces that deter crime through the use of defensible space principles.

Transportation

■■ Improve pedestrian and vehicular safety.

■■ Create a comprehensive pedestrian circulation system connecting living areas, commercial corridors, recreational facilities, and Metro stations. ■■ Improve walkability and pedestrian facilities, including sidewalks, crosswalks, pedestrian lighting, and special pavement.

Housing

■■ Increase the number of single-family detached homes for first-time home buyers.

■■ Coordinate land use, economic planning, and environmental planning to reduce or mitigate the effects of noise pollution.

■■ Identify locations without stormwater management or with poorly performing facilities that would be suitable for stormwater retrofit projects.

■■ Reduce air pollution through transportation demand management projects and other programs.

Public Facilities

■■ Project future demand for schools, libraries, police, and fire and rescue services.

■■ Review supply of health care facilities in relation to other areas of the county.

Parks And Recreation Facilities

■■ Provide community and recreation centers that are adequate in size and location and affordable to the residents they serve.

■■ Encourage the development of two new senior housing developments to accommodate active and assisted senior citizens.

Revitalization

■■ Establish program(s) and funding support that assist existing homeowners as a strategy tool for neighborhood revitalization.

■■ Develop a comprehensive revitalization strategy that uses code enforcement as a revitalization tool.

Break-out group discussion during community meeting in Zone 2. Approved Subregion 4 Master Plan and Sectional Map Amendment

Historic Preservation ■■ Ensure that historic sites and resources—a part of the subregion’s rich cultural heritage—are properly documented and protected from the onset of new development through proper and consistent historic preservation practices.

Zone 2

Land Use and Development Pattern ■■ Establish higher design standards for commercial development and a wider variety and higher quality of businesses throughout the area.

■■ Determine the best mix of land uses, densities, and development/design features needed to create a unique sense of place for the established communities of Zone 2 and Subregion 4.

Urban Design

■■ Design and implement public and private spaces that deter crime through the use of defensible space principles.

■■ Establish a continuous network of both natural and manmade open spaces that create a unique environmental framework/setting for future development and redevelopment activities.

Transportation

■■ Improve walkability and pedestrian facilities, including sidewalks, crosswalks, pedestrian lighting, and special pavement. ■■ Improve pedestrian and vehicular safety.

and the municipalities (Fairmount Heights, Seat Pleasant, and Capitol Heights) in Zone 2.

Economic Development

■■ Encourage the development of mixed-use commercial centers in appropriate locations.

■■ Provide a strong investment climate to stimulate opportunities to attract good-paying, stable jobs. ■■ Improve the perceptions and realities of public safety.

Implementation

■■ Create an open line of communication between local, state, and federal government agencies involved in the implementation of the master plan. ■■ Identify key stakeholders required to make the implementation strategy a reality.

Environment

■■ Create new canopy tree coverage guidelines to increase planting, reforestation, and afforestation.

■■ Recognize the importance of connected ecological systems by protecting, preserving, and enhancing the green infrastructure network within Subregion 4. ■■ Encourage more environmentally sensitive building techniques and a reduction in overall energy consumption.

■■ Provide adequate funding for the maintenance of existing transportation system.

Housing

■■ Stabilize the existing housing inventory in tipping-point neighborhoods. ■■ Establish an elderly housing program that assists lower-income senior homeowners.

Revitalization

■■ Establish program(s) and funding support that assist existing homeowners as a strategy tool for neighborhood revitalization. ■■ Develop a pilot comprehensive and uniform code enforcement program between the county

Part I: Introduction Background

Urban design and land use goals prioritization in Zone 3.

Public Facilities

■■ Provide community and recreation centers that are adequate in size and location and affordable to the residents they serve.

Historic Preservation

■■ Explore the designation of the following communities as historic districts: Old Seat Pleasant and Fairmount Heights.

Zone 3

Land Use and Development Pattern ■■ Establish higher design standards for commercial development and a wider variety and higher quality of businesses throughout the area.

■■ Limit/control unwanted or incompatible uses in Zone 3.

Urban Design

■■ Design and implement public and private spaces that deter crime through the use of defensible space principles.

■■ Provide the infrastructure needed to enhance walkability, neighborhood linkages, and pedestrian access throughout Zone 3 and the subregion.

Transportation

■■ Improve pedestrian and vehicular safety.

■■ Improve walkability and pedestrian facilities, including sidewalks, crosswalks, pedestrian lighting, and special pavement.

■■ Improve environmental quality by creating a comprehensive pedestrian circulation system, as well as a multimodal transportation system.

Housing

■■ Encourage the development of senior housing through a nonprofit community development corporation. ■■ Design a policy that supports neighborhood stabilization through mixed-density development.

■■ Create a new land use policy to regulate buffering between nonresidential and residential areas.

BACKGROUND

■■ Identify locations with flooding issues and prepare mitigation plans.

Revitalization

■■ Establish program(s) and funding support that assist existing homeowners as a strategy tool for neighborhood revitalization. ■■ Create a designated area as a conservation district pilot project and include provisions that address code enforcement.

■■ Develop a memorandum of understanding between planning and implementation agencies that link planning recommendations to program funding decisions.

Economic Development

■■ Build spending potential within the subregion through supporting quality residential development. ■■ Improve the relationship between adjacent residential and industrial areas.

Implementation

■■ Create an open line of communication between local, state, and federal government agencies involved in the implementation of the master plan.

■■ Develop a chronology of tasks that build upon early successes to allow for more complex actions. ■■ Identify the key stakeholders required to make the implementation strategy a reality.

Environment

■■ Identify locations with flooding issues and prepare mitigation plans.

■■ Identify locations without stormwater management or with poorly performing facilities that would be suitable for stormwater retrofit projects. ■■ Coordinate land use, economic planning, and environmental planning to reduce or mitigate the effects of noise pollution.

Public Facilities

■■ Project future demand for schools, libraries, police, and fire and rescue services.

Approved Subregion 4 Master Plan and Sectional Map Amendment

■■ Provide residents with conveniently located schools that efficiently serve the population.

■■ Locate libraries in reasonable proximity to users. ■■ Provide fire and rescue facilities that meet the needs of the community based upon established county standards and accommodate modern vehicles and equipment. ■■ Review supply of health care facilities in relation to other areas of the county.

■■ Identify parcels that can be used to create neighborhood and community parks.

Historic Preservation

■■ Ensure that historic sites and resources—a part of the subregion’s rich cultural heritage—are properly documented and protected from the onset of new development through proper and consistent historic preservation practices.

■■ Encourage local stewardship and pride by implementing strategies that will increase public knowledge of the area’s cultural assets and historic preservation procedures.

Part I: Introduction Background

Chapter

Subregion 4: Today and Tomorrow

4 M A S T E R

History of the Planning Area The early history of Subregion 4 is intricately woven into the colorful past of Colonial Maryland and Prince George’s County. Before Colonial settlement, the area was part of the Piscataway Indian Nation. The first Colonial settlement in Subregion 4 occurred in the mid-seventeenth century, when large land grants were being developed into plantations and manors in Prince George’s County. Some of the oldest land patents of the Colonial era straddled what is now the dividing line between Subregion 4 and the District of Columbia. Large estates representing land claims originating in the 1670s and 1680s lay along Oxon Run, bearing the names Green’s Delight, Good Luck, and Nonesuch. Among the first names to appear in historical records are those of Colonel Ninian Beall and John Addison.

P L A N

Approved Subregion 4 Master Plan and Sectional Map Amendment

AREA CHARACTER

S U B R E G I O N

It is reasonable to assume that, at one time, the great bulk of the northern half of Subregion 4 was owned by the Bealls and the Berrys, with the Addisons, Sheriffs, Stodders, and other prominent Prince Georgians also having sizable holdings within the area and nearby. Some family names are still visible on roadways, such as Addison Road and Sheriff Road. Tobacco and other agricultural products were the main industries during the 18th and 19th centuries. These products were exported from area farms owned by settlers, such as the Bowie and Berry families. During the 1800s, the movement of people and commodities took place on a very limited, unsurfaced road system connected to the path of the old Washington–Marlboro Turnpike (now known as Marlboro Pike), which linked the county seat, at Upper Marlboro, to Washington, D.C. Designated stopping points were at Walker Mill Road, which led to Charles Walker’s mill on Southwest Branch, Old Silver Hill Road, which connected to another stage coach route along what is presently known as Branch Avenue, and Long Old Fields, which intersected a north/south road on the present Forestville–Ritchie Road alignment. The present-day Central Avenue began at Addison Road and ran eastward only. One of the first land divisions, Jackson’s subdivision, occurred in 1873 in the central part of Subregion 4. A proposed toll road through the tract was not built, but later became the section of Central Avenue west of Addison Road. Although the subdivision of land was practiced throughout the 19th century, Subregion 4 was still rural farmland and estates at the beginning of the 20th century. The suburbanization of the area began around the turn of the century, when subdividers and real estate agents started platting the older section in small, 25-by-100-foot lots. Skilled and semiskilled laborers from the congested neighborhoods of the District of Columbia were the first to settle in the newly subdivided areas of Capitol Heights, Highland Park, Carmody Hills, and Seat Pleasant in 1904. Fairmount Heights, which was subdivided in 1900, has the distinction of being the first African-American community settled in Prince George’s County and was incorporated in 1935. Property in Cedar Heights

Part I: Introduction Area Character

started changing hands in the early 1900s when Senator Dodge of Ohio—who owned most of the land—began selling small parcels. In 1910, African-Americans also started to move into the Glenarden subdivision. The opening of the railroad lines and electric streetcars at the turn of the 20th century contributed substantially to the growth and development of the area. Seat Pleasant became the terminal, not only for a number of the streetcar lines, but also for the Washington Rapid Transit Company and the Washington and Chesapeake Beach Railway Company. Many of the early residents rode these lines to get to their jobs elsewhere in the metropolitan area. The Chesapeake Beach Railroad was incorporated in 1896 to carry vacationers from the Washington D.C., area to the new resort at Chesapeake Beach. The new line traveled the subregion from Seat Pleasant east to stops near the Brooks and Ritchie properties. The Washington-Baltimore-Annapolis Electric Railway Company began operations about 1900 and ceased operating in 1935. This railway followed the present route of the George Palmer Highway, MD 704. In the 1930s, the communities in Subregion 4 grew slowly, remaining principally rural in nature, with rolling hills and open space. With the large increase in the number of government jobs during the New Deal era, African-Americans from other parts of Maryland and from the South began moving into the Washington metropolitan area. Families who could afford to own inexpensive properties moved in increasing numbers into the area. Capitol Heights, Bradbury Heights, Deanwood Park, Beaver Heights, Jefferson Heights, and Columbia Park were developed at that time. During the 1940s, Subregion 4 experienced its first large-scale in-migration. Population increased as new military and other government jobs in the Washington area were created as a response to World War II and as subsequent waves of veterans returned home and sought housing and employment in the Washington region. In the early 1940s, the West Brothers Brick Company moved its operation into the area. This

stimulated additional industrial development and created jobs, attracting more residents.

Townhouses appeared in the 1960s for the first time. However the focus of the 1960s was on the development of new apartment complexes, mainly along the new Pennsylvania Avenue extension, Marlboro Pike, and Suitland Parkway.

Subregion 4 Today Background

The Subregion 4 Master Plan area, comprising approximately 18,624 square acres, is distinguished by the varied nature of the land development. In the 2000 census, there were 131,614 residents in Subregion 4. In 2008, it is estimated that the population has grown to 132,695. The subregion includes first ring suburban communities and new sprawling single-family neighborhoods. It is the home of seven Metro stations and regional attractions, such as FedEx Field, the Prince George’s County Sports and Learning Center, and the Prince George’s Ballroom. There are older strip commercial centers along Marlboro Pike, in addition to the regional mall located along Donnell Drive, that have shown signs of revitalization. The industrial market is strong, characterized by the variety of intensities and types of services offered in

Finding a balance between the suburban and urban characters of the subregion while capitalizing on its greatest strengths—proximity and access to Washington, D.C., the region, and seven Metro stations—will be critical to the implementation of the vision of the Subregion 4 Master Plan.

AREA CHARACTER

In the 1950s, the area experienced its greatest growth rate. It was during the 1950s that Palmer Park, Columbia Park, Booker T. Homes, and Highland Gardens were developed within the northern half of Subregion 4, adding to the population and increasing the overall residential density of the area. Most of the new housing development constructed during these years was in garden-type apartments; there was also an unprecedented demand for suburban single-family housing. Major federal installations were built in the area, including the Census Bureau complex in Suitland and the nearby Joint Base Andrews. Suitland Parkway was built, and sewer and water lines were extended throughout the area. Many neighborhoods grew rapidly. District Heights was completed, designed with a modern street pattern of curvilinear streets complete with curbs, gutters, street lighting, and some sidewalks.

the area, providing an important economic base for the subregion and the county.

Land Use

The six living areas that comprise Subregion 4 are primarily residential and are served by smaller retail/commercial uses scattered throughout the area, such as hubs and strip malls along corridors including Marlboro Pike, Central Avenue, and Martin Luther King Jr Highway, and by larger commercial mall developments adjacent to the subregion. The living areas are surrounded by industrial uses, business parks, and flex space to the north and east. Each living area possesses unique characteristics and distinct identities, yet the entire subregion can be classified as suburban/urban in nature. Although many places within the area offer opportunities for pedestrian connectivity and access to an operating bus system, the main form of transportation remains the automobile. Singlefamily homes are the most common housing option in the area, followed by a high number of multifamily apartments and a small number of townhomes, which are most prominent in recent developments. The subregion currently lacks vertical integration of uses, such as a mix of employment and residential, which reinforces the suburban character of the area. A concentration of higher density areas, located adjacent to Metro stations, would help capitalize on the existing transit system network. The juxtaposition of the proximity of the area to Washington, D.C., and the surrounding expansive highway system, previous planning efforts, identified centers, and well-established residential zones provide a catalyst for future growth.

Housing and Neighborhoods

Over time, most communities will experience a range of indicators that affect the quality of life within their neighborhood. Some trends of disinvestment include the transition of long-time Approved Subregion 4 Master Plan and Sectional Map Amendment

Map 2-1: Existing Land Use

Part I: Introduction Area Character

■■ Existing federal employment centers and potential recruitment due to its proximity to Washington, D.C.

■■ The attraction of new retailers into Subregion 4 to increase the variety and quality of goods offered locally. ■■ Residential affordability.

Some of the most prominent issues and threats that the area faces and needs to overcome in order to capitalize on the many opportunities include: ■■ The lack of high-quality, good-paying employment opportunities.

■■ Limited retail and service options in both the variety of offerings and the level of quality of goods within a particular category (e.g., dining venues).

■■ The perceived ineffective public outreach and communication methods of sharing the progress of new developments with residents of the subregion.

A great asset relating to the housing and neighborhood character has been established areas, consisting of stable, long-term residents. These characteristics are important attributes to neighborhood stability and also provide a foundation for future marketing to new homeowners. The most frequently mentioned strength relating to housing within Subregion 4 was affordability. Many of the long-time residents, along with more recent residents to the area, choose to live in the subregion because it offers affordably priced homes located in quiet neighborhoods.

Environmental Resources

The economic development opportunities and strengths identified for Subregion 4 focus on the potential to enable (re)investment that will benefit local residents and the entire Prince George’s County economy. The main strengths and opportunities of the subregion are:

Much of Subregion 4 was developed before significant environmental protections, including stormwater management regulations, were enacted. Consequently, streams were piped and channeled and stream buffers removed. These actions have contributed to the degradation of water quality in local streams, the Anacostia River, the Potomac River, and ultimately, the Chesapeake Bay.

Economic Strengths and Opportunities

■■ Close proximity to various employment, entertainment, historic, and recreational amenities found in Washington, D.C., northern Virginia, and central Maryland that make its location ideal for continued economic growth.

AREA CHARACTER

residents, deferred maintenance of older housing stock, decrease in owner-occupancy, and zoning and land use changes that adversely affect the residential environment. Unless the cycle of disinvestment is reversed through an intervention strategy, neighborhoods, like the ones located near the Subregion 4 boundary with the District of Columbia, will not recover. Trends noted in Subregion 4 communities located close to the District of Columbia boundary illustrate the type of socioeconomic and housing conditions that represent the greatest threat to neighborhood instability. These areas could be characterized as “tipping point” neighborhoods because they illustrate areas in danger of becoming blighted within the subregion without planned intervention to reverse the trend. Tipping point areas are scattered throughout Subregion 4 and many are found within older, established communities.

■■ Lower educational levels of Subregion 4 residents in comparison to the rest of the county. ■■ Real and perceived criminal activity.

■■ The area’s image due to high levels of industrial uses that may prevent other quality businesses from selecting a site in the area. ■■ The high rate of foreclosures.

Limited stormwater management controls, combined with large areas of impervious surfaces and a relatively low percentage of tree and forest coverage, have contributed to very poor water quality in Subregion 4. Drainage problems are also common. The region suffers from illegal dumping into streams, parks, and open spaces. As the region’s Approved Subregion 4 Master Plan and Sectional Map Amendment

green infrastructure is restored and public areas are made more green, people who live, work, and visit Subregion 4 will have opportunities to reconnect with the environment. About 55 percent of the land area of the subregion is in the county’s green infrastructure network, or six percent of the county’s entire network. The subregion also contains two of the county’s special conservation areas, including one of the 12 remaining magnolia bogs in the Washington metropolitan area. Restoring this network will provide many benefits to the region and support many of the goals in this master plan. The county’s Woodland Conservation and Tree Preservation Ordinance seeks to preserve woodlands in conjunction with floodplains, wetlands, stream corridors, and steep slopes and emphasizes the preservation of large, contiguous woodland tracts. Using this ordinance as a guide to increasing tree cover will provide opportunities to improve water quality and the quality of life in Subregion 4. Tree cover has decreased in Subregion 4 over many years to approximately 4,400 acres in 2005, or about 23 percent of Subregion 4 as a whole. During the preplanning phase of this project, an analysis of tree cover and its relationship to stormwater management was completed. The analysis showed a need for additional tree cover in areas along stream corridors, stream buffers, and floodplains.

Public Facilities and Parks Public Schools

Subregion 4 has a considerable share of the county’s excess public school capacity: 72 percent of the available elementary school seats and 39 percent of the available middle school seats. Subregion 4 has 30 elementary schools, five middle schools, and four high schools. Prince George’s County Public Schools (PGCPS) also operates an early childhood center, an alternative elementary school, and a visual and performing arts academy in Subregion 4. In addition, two closed elementary school buildings are still in PGCPS’s capital inventory. Subregion 4 has several school administrative facilities and alternative schools, as

Part I: Introduction Area Character

well as several former PGCPS facilities now used for other purposes. Generally speaking, public school facilities are aging in Subregion 4 and enrollment is declining, creating a myriad of planning issues relative to educational programs, school capacity, and school facilities. As older schools are redeveloped or replaced, the urban school model should be utilized, especially in and near the centers and corridors.

Public Libraries

There are three branches of the Prince George’s County Memorial Library System (PGCMLS) in Subregion 4. The Spauldings and Glenarden Branches are considered to be underutilized, but the Fairmount Heights branch is generally thought to be undersized and inadequate to serve the highly populated region.

Public Safety

The Prince George’s Police Department (PGPD) District III is contiguous with Subregion 4. The Prince George’s Police Department’s headquarters is adjacent to District III station at 7701 Barlowe Road in Palmer Park. The 2008 Approved Public Safety Facilities Master Plan recommends that this facility be renovated in the long-term (after 2021). Because of the increased urbanization of the region, response times have increased and a need has developed for a second station to be located in or around Capitol Heights. The towns of Capitol Heights and Fairmount Heights, and the cities of District Heights, Glenarden, and Seat Pleasant have police departments that provide additional first response capability within their town limits and supplement the efforts of PGPD. Fire and emergency medical services (EMS) are provided by the Prince George’s County Fire/EMS Department (PGFD), which has both career and volunteer elements. There are seven fire/EMS stations in Subregion 4. Subregion 4 stations responded to 18,959 EMS calls for service in 2007, nearly 20 percent of all the calls in the county. They also responded to 5,901 fire calls, 19 percent of the county’s calls.

Parks

The 2002 General Plan included a standard of 15 acres of parkland per 1,000 residents. Using this measure, Subregion 4 lacks adequate parkland, and by 2030, the region would need to add approximately 9,100 acres of parks to their inventory. In an effort to meet this standard, several parks are undergoing expansion and several sites have been identified as potential future parks that would add approximately 600 acres of parkland to the subregion. On a subregion scale, these additions would still not meet county standards. However, this plan also includes a new category of open space: urban squares, civic greens, and plazas. The creation of this category would allow for an alternative to the existing park models and provide the county different means through which to meet the minimum open space requirements.

Historic Resources

Subregion 4 includes many historic sites and resources in addition to the historic communities of Fairmount Heights, Capitol Heights, and other municipalities. These are chronicled in the Prince George’s County Historic Sites and Districts Plan and other historic preservation documents. Planning issues that should be considered by each community include the preservation and enhancement of community character through potential historic or conservation districts, façade improvement programs, and interpretive signage programs. Historic preservation efforts help to ensure the longevity and health of the built environment, economy, and social resources. By protecting and encouraging adaptive reuse of historic resources, opportunities can be created to embrace and celebrate the history that defines and

Transportation

The plan area is currently served by an excellent transportation system, with direct access to the Capital Beltway (I-495/I-95). In addition to the Capital Beltway, major roadways serving the subregion are the John Hanson Highway (US 50), Suitland Parkway, Pennsylvania Avenue (MD 4), Central Avenue (MD 214), Landover Road (MD 202), Martin Luther King Jr Highway (MD 704), Silver Hill Road (MD 458)/Walker Mill Road, Forestville Road/Ritchie Road/Garrett A Morgan Boulevard, Addison Road, Shady Glen Drive/Hill Road, Brightseat Road, Ardwick-Ardmore Road, Sheriff Road, Columbia Park Road, and Marlboro Pike. All these facilities provide local or regional mobility and access to destinations inside and outside the Subregion 4 area. It is important, however, to note that the existing road network is marginal in providing direct and continuous access and mobility within the subregion in the north/ south direction. Another concern is with regard to the lack of convenient and pleasant local street grids especially within the designated centers and areas close to the seven Metro stations.

AREA CHARACTER

Park facilities in Subregion 4 provide a wide selection of recreational amenities, such as indoor spaces, outdoor facilities, nature, sports and fitness, history, and education. Fourteen of the sites are park/school sites, where a school and a park facility (either a community center or a developed park) are co-located and spaces are shared by both facilities. In all, Subregion 4 has 1,874 acres of parkland at 54 developed park sites and 15 undeveloped sites.

unites the people of Prince George’s County and Subregion 4.

Industrial activities in Subregion 4 generate significant amounts of truck traffic. The increased truck traffic along some residential streets and neighborhoods in close proximity to the industrial uses is a concern. The planning area also has excellent transit service offered by three Metro lines (Blue, Orange, and Green). Seven Metro stations (Cheverly, Landover, and New Carrollton along the Orange Line; Capitol Heights, Addison Road-Seat Pleasant, and Morgan Boulevard on the Blue Line; and Suitland on the Green Line) are within the subregion. Sidewalks are available along most major roadways in the subregion. However, there are some roadway sections where sidewalks are missing, limited to only one side of the roadway, or are in poor physical condition.

Approved Subregion 4 Master Plan and Sectional Map Amendment

Demographic and Economic Base Analysis

projections over the next five years show the annual growth rate in the subregion increasing to 0.3 percent. Much of this increase is expected to occur in Zones 1 and 2. Zone 3, the largest of the zones with 58,782 residents, will maintain its stable growth rate.

Introduction This section is an analysis of the demographic and economic conditions in Subregion 4 in relationship to Prince George’s County and the surrounding region. It examines trends and projections in population, households, income, employment, and occupations. At a more detailed level, much of the demographic data in Subregion 4 are subdivided into three zones comprising six living areas as defined by the planning team. Detailed information regarding the unique demographic and economic characteristics of each zone is included in Chapter 5, Living Areas and Industrial Centers. This closer analysis allows the planning team to better determine where particular efforts need to be concentrated. County and regional data are examined to better comprehend the competition that exists around Subregion 4.

Summary of Major Findings

■■ Since 2000, the overall population growth rate in Subregion 4 (0.08 percent) has been substantially lower than in Prince George’s County as a whole (7.9 percent). However,

■■ Nearly one-third of the residents in Subregion 4 are school-aged (under 20), compared to 28 percent in the county and 26 percent in the region. More specifically, Zone 1 has the highest percentage of school-aged residents as 37 percent of its population is less than 20 years old. ■■ More than 90 percent of the population in Subregion 4 is African-American. This low level of diversity is not expected to change substantially in the next five years. However, every race has increased marginally except the Caucasian population, which continues to decline.

■■ The average household size in Subregion 4 (2.77) is lower than the rest of the county (2.82), but four of the six living areas have household sizes that either equal or exceed this average. Furthermore, Living Areas D and F have average household sizes closely resembling the regional average (2.55), largely due to both

Table 2-1: Population Trends 2000-2013 Percent Change

Population Study Area Zone 1: Living Areas A & C Zone 2: Living Areas B & D Zone 3: Living Areas E & F Subregion 4 Rest of Prince George’s County Region

2000

2008

2013

20002008

20082013

20002008

20082013

36,126

36,643

37,700

1.4

2.9

0.2

0.6

37,173

37,270

37,740

0.3

1.3

0.0

0.3

58,315

58,782

59,059

0.8

0.5

0.1

131,614

132,695

134,499

0.8

1.4

0.1

0.3

669,901

722,517

753,162

7.9

4.2

1.0

0.8

2,764,760

2,958,311

3,077,678

7.0

4.0

0.9

0.8

Source: Site to Do Business online (STDB online) & RKG Associates, Inc., 2008.

Part I: Introduction Area Character

Annual Percent Change

having the highest rate of single-occupant households, exceeding 26 percent.

■■ Relatively few Subregion 4 residents 25 years of age and above have completed any form of post-secondary education (19.3 percent). Comparatively, nearly 40 percent of this cohort in the rest of Prince George’s County and 61 percent of the regional population have completed a post-secondary degree. This difference limits the ability of the subregion to attract higher paying jobs as most of such positions are filled by applicants with higher levels of educational attainment.

■■ In almost every category (forcible rape and nonresidential burglary excluded), the incidence rate for crimes reported in Subregion 4 is higher than the county by at least 60 percent. Larceny/ theft was the largest offense; it occurred 34 times for every 1,000 residents, whereas motor vehicle theft occurred nearly twice as often in Subregion 4 as it did throughout the county. ■■ The retail trade and construction industries provide for the greatest number of jobs in Prince George’s County. However, much of the growth in the construction industry is likely to slow down as financing for projects is becoming more difficult to obtain due to the current mortgage-related banking crisis.

■■ Within Prince George’s County, employment in educational services (3,859 total jobs) is growing rapidly with a 38 percent increase since 2000. The presence of four large colleges in the county greatly contributes to the growth in this industry; however, none of these schools is located in Subregion 4. ■■ The largest employment decline in the county has occurred in the management of companies

■■ The largest job losses in the region have occurred in the information, transportation, and warehousing industries; yet, these industries have grown in Prince George’s County. The information industry has declined by 11,698 jobs in the region but has experienced a modest 8.2 percent growth rate in the county. The transportation and warehousing industry has lost 1,449 jobs regionally compared to the 1,062 added in the county. These growth trends provide foundations for Subregion 4 and the rest of the county to build upon as their market and industry presence continues to expand while they are shrinking regionally.

AREA CHARACTER

■■ Both median household and per capita income levels in Subregion 4 are growing at slower paces than in neighboring study areas. Currently, the median household income in Subregion 4 is $51,763, which is 24.5 percent lower than in the rest of the county and 43.6 percent lower than in the region. Households in Living Area E have the highest median income ($64,464) of all living areas, which is 15 to 32 percent higher than in any other living area.

and enterprises industry. While more than 4,000 jobs have been lost since 2000, the total number of companies (80) has remained the same. This change is likely the result of severe downsizing.

■■ The county’s unemployment rate generally falls below that of Washington, D.C., and is slightly higher than the rest of the region. This indicates there may be more labor available for new or expanding employers in Prince George’s County than in the rest of the region, excluding Washington, D.C. ■■ More than three-quarters of the occupations in Prince George’s County are considered whitecollar positions. The largest occupational skill group is high-skilled white-collar positions (123,995 workers), which comprised 36.6 percent of the occupational workforce in 2004.

■■ A computer specialist is a high-skilled, whitecollar occupation that is growing quickly. Jobs in this category include network systems and data communication analysts, computer software engineers/systems software, network and computer systems administrators, and computer software engineers/applications occupations. ■■ In Prince George’s County, 12 of the top 14 highest paying detailed occupations are categorized as management or computer and mathematical positions. Over 27,000 positions are included in these 12 occupations. Management occupations have a median salary of $88,302 and computer and mathematical occupations have a median salary of $77,574. Approved Subregion 4 Master Plan and Sectional Map Amendment

Implications Subregion 4 has not experienced comparable levels of growth and prosperity as the rest of Prince George’s County and the Washington metropolitan area. The subregion is largely built out, offering few opportunities for new, greenfield development. Redevelopment projects are often more timeconsuming, expensive, and controversial, making them less desirable to developers. Similarly, the subregion’s demographic and economic conditions have not kept pace with other study areas. Subregion 4 residents generally have lower levels of educational attainment and income, and the area experiences higher crime rates. The impact of both limited development and economic growth have adversely impacted the other, creating a “Catch-22” situation in Subregion 4. However, the growing disparity in affordability between Subregion 4 and the Washington metropolitan area creates a balance of risk and reward for certain business types and residents. The close proximity to Washington, D.C., combined with the subregion’s relative affordability, lately attracted the attention of enterprising business owners and residents alike. Recent residential and non-residential development brought new, higher income workers and residents into the subregion. Opportunities still exist to reinforce the residential character of the living areas through strategic investments in high-quality housing. Continued investment in employment-producing areas, such as the industrial centers and the eight designated growth centers, will also bring prosperity to the subregion. However, these investments need to be coupled with social and workforce programs to enable the access of all area residents to new opportunities, thereby bolstering the subregion and its economy. The demographic data indicate a substantial divide between the poorest and wealthiest residents in Subregion 4. Bringing prosperity for some at the exclusion of others does not meet the stated goals of the county’s 2002 General Plan, the expressed desires of Subregion 4 residents, nor does it create a sustainable community. The perceptions and realities of safety impact the economic viability of Subregion 4 as an investment center. Concerns about safety were expressed

Part I: Introduction Area Character

almost universally by persons involved in this plan, such as elected officials, real estate professionals, and residents. Concerns about the ability to keep one’s person and property safe has adversely impacted the market potential of Subregion 4. Crime statistics corroborate what individuals expressed; there is a higher incidence of crime in Subregion 4 than the rest of the county. This concern directly impacts the decision-making of business owners. Improving the perceptions and realities of safety should be a top priority. In addition, focus should be given to improve the educational opportunities for the subregion’s large young population. As stated earlier, attaining higher levels of education typically correlates to higher income. The four post-secondary institutions located in Prince George’s County and even those in Washington, D.C., provide ample alternatives for students pursuing the traditional college track. However, for those students not on this track, there is not sufficient access to the training required to pursue jobs in fast-growing occupational fields. Other outlets, such as training or work-to-hire programs are necessary. With a disproportionate number of residents under the age of 20, Subregion 4 needs a network in place to bridge the gap between employment growth and job preparedness. Increasing educational attainment will be necessary to achieve higher resident incomes to counter the disparity between Subregion 4 and the neighboring areas. This widening income gap makes it difficult to attract diverse retail offerings to the subregion. Many residents and stakeholders in the initial public meetings stated they wanted to see a larger variety of retail in and around their neighborhoods; this will only occur once the area spending potential increases. In addition, emphasizing the development of new single-family, detached housing while assisting homeowners in renovating the existing housing stock will likely lead to an increase in the area’s disposable income as individuals and families with greater levels of wealth are attracted to the subregion.

Residential Market Analysis Summary of Major Findings

■■ Approximately 40 percent of the single-family units in Subregion 4 are located in Zone 2, where many of the subregion’s established neighborhoods are located; much of the development occurred before townhouse and condominium development became popular in Prince George’s County. As a result, this area is the least diverse in regard to the types of for-sale units. Of all the for-sale housing units in Zone 2, 84.3 percent are classified as singlefamily, detached. Comparatively, single-family units in Zone 1 account for 59.6 percent of all units and Zone 3 has a 62.9 percent share.

■■ Apartment development is concentrated in Zone 3; more than 10 million of the 21.1 million square feet of apartment buildings are located there. This concentration of apartment development is due, in part, to the concentration of high-density apartment complexes along Brooks Road, including Oakcrest Towers, Sussex Square, Lexington Courts, and Fox Club. ■■ Since 1998, nearly half of new for-sale residential units have been constructed in Zone 3. Zone 2 has experienced the least development, likely due to the limited amount of developable land. Although the pace of development for single-family, detached houses has remained stable in Zone 2, development of these units has slowed in both Zones 1 and 3 due to impacts of the regional and national economic downturn.

■■ As with much of the nation, the rate of home foreclosures has been increasing in Subregion 4, and 1,337 housing units are actively in the foreclosure process as of December 2008. Of

■■ As of October 1, 2008, there were nearly 1,900 for-sale housing units planned, proposed, or platted in Subregion 4. Of these units, 769 had reached the recorded plat stage. The likelihood that these projects will be constructed is generally higher than the 1,121 units in the preliminary subdivision stage. Most of the residential development (74 percent) is projected to occur in the Suitland/District Heights communities south of Central Avenue.

AREA CHARACTER

Residential housing accounts for the largest percentage of land uses within Subregion 4. Among these uses, single-family housing parcels comprise nearly half (3,717 acres) of the total developed land area and more than 28 percent (26.7 million square feet) of the total developed space. Townhouses and condominiums have a much smaller footprint than other for-sale housing options in the study area.

this total, 90 have already been repossessed by the lender and over 350 were going to auction.

■■ Over the next five years, the region is projected to add nearly 1,000 additional apartment units. A majority (856 units) of these are anticipated to be developed in the Landover market area. This development is projected to occur at a steady pace, as fewer than 200 units are forecast to arrive on the market each year from 2009 to 2012. ■■ Apartment vacancy has been very low in Subregion 4. Despite a slight increase in vacancy between 2001 and 2007 (most likely due to the strong purchase market), vacancy remained below five percent. Within the subregion, vacancy varied by submarket, as an increase in one area would correspond with a decline in another, suggesting high mobility within the local market.

■■ Sale prices for housing units in Subregion 4 declined substantially over the last year. According to a third quarter 2008 report released by Zillow, an on-line real estate services company, the average sale price for a residential unit in Subregion 4 fell below $240,000. This amount reflects a yearly percentage drop exceeding 17 percent in certain areas. Decreasing sale prices are also occurring throughout the region. Prince George’s County experienced similar trends as sale prices fell by 16.9 percent over the past year. ■■ Subregion 4 experienced a decline in sales activity. The number of single-family units that sold each year in Subregion 4 steadily decreased over the last two-and-a-half years. In 2006, nearly 2,100 units were sold. One year later, the sales volume declined to 1,553 units. The Approved Subregion 4 Master Plan and Sectional Map Amendment

number of sales for 2008 is anticipated to total approximately 1,000 units.

Implications

For-sale housing demand in Subregion 4 is below recent activity levels. This is reflective of the national trend where the downturn in the economy and the struggling financial market adversely impact housing values. Demand for ownership housing has declined as potential buyers are concerned about continued loss in value. With fewer homeowners entering the area and the market remaining soft, new investment opportunities and development efforts are likely to slow down. The effects of the for-sale housing demand downturn are further complicated by the area’s foreclosure issue. Housing values are likely to continue to decline as foreclosures in the subregion exceed regional averages. This climate creates insecurity for developers of any housing project in the pipeline. The southern half of Subregion 4 was impacted harder by these factors. For example, neighborhoods in District Heights and Suitland saw single-family units sell further below initial asking prices than in northern areas, while also remaining on the market for longer periods of time. In addition, housing units in the southern portion of the subregion incurred the largest percentage losses in average sale prices over the past year. Although these trends eventually will reverse as the economy and financial markets rebound, the ownership market will remain a risky investment in the near future. As such, current vacancies, potential foreclosures, and pipeline projects will likely meet market demand for housing units for an extended period of time. Conversely, the area’s for-rent housing market continues to be relatively strong. The low apartment vacancy rate in the area is evidence that demand continues to exceed recent trends. As mentioned, this is due, in part, to potential buyers remaining in rental units until the ownership market stabilizes. This demand level likely will continue to remain strong into the near future. Although there is a substantial number of apartments in the development pipeline, the market is projected to absorb this supply in a short period of time. As such,

Part I: Introduction Area Character

there may be opportunities to build new apartment developments in Subregion 4. In turn, the resulting increase in residents may boost spending potential, thereby increasing the marketability of the subregion to retailers and service providers.

Retail Market Analysis Introduction

A neighborhood-level retail opportunity analysis and a regional analysis were performed for growth centers. Although the regional analysis focuses on the supply and demand for retail space to be occupied by businesses serving a larger client base, the neighborhood-level retail market analysis concentrates on identifying the unmet needs of specific neighborhoods. This was done to avoid creating conflicting strategies about how to meet the demands for larger, more regionally-focused businesses. Simply stated, the current and projected level of demand for services will only support a fixed number of businesses. Trying to accommodate these businesses in multiple areas of the same community will create unhealthy competition between property owners and business owners. Therefore, this analysis focuses on those retail uses that generally serve a smaller market area, such as convenience stores, eating establishments, and personal services. Most activity and major investments in the retail and office markets primarily occur at the eight growth centers located at the seven Metro stations and the former Landover Mall site (now Landover Gateway). Retail and office development activity occurring outside of these growth centers will focus on support services to the living and industrial areas. The following section provides an overview of the supply and demand for retail goods and services in five neighborhood-serving commercial areas. These areas are anchored to a key intersection. They include: (1) Martin Luther King Jr Highway and Landover Road; (2) Martin Luther King Jr Highway and Addison Road; (3) Addison Road and Walker Mill Road; (4) Silver Hill Road and Suitland Road; and (5) Marlboro Pike and Forestville Road.

Map 2-2: Retail Supply Analysis Areas

Ard wic k-

LIVING AREA A

Ard mo re R d

AREA CHARACTER

DODGE PARK

INTERSECTION OF LANDOVER RD AND

MARTIN LUTHER KING, JR. HWY 50

202 L a

KENTLAND COMMUNITY CENTER PARK

nd ov er

704

Jr Hw y

COLUMBIA COMMUNITY PARK

INTERSECTION OF ADDISON RD AND MARTIN LUTHER KING, JR HWY

Sheriff Rd

Hil lR d

organ Garrett A M

Ki ng

Seat

LANDOVER MALL SITE

JOHN CARROLL 495 NEIGHBORHOOD PARK PRINCE GEORGES SPORTS & LEARNING CENTER FEDEX NATIONAL r HARMONY les D FIELDB MEMORIAL ishop Peeb PARK

Lu th er M ar tin

LIVING AREA B

Reds kins Rd

Columbia Park Rd SOUTH

Dr sant Plea

LIVING AREA C

HILL ROAD PARK SEAT PLEASANT

DISTRICT OF COLUMBIA

214

CAPITOL HEIGHTS

Central Ave

INTERSECTION OF ADDISON RD AND WALKER MILL RD

LIVING AREA E n Rd Addiso

LIVING AREA D

Ave Rollins

Larc hm ont Ave

332

Walker Mill Rd

WALKER MILL REGIONAL PARK

ve side A Shady

Su itla nd

Rd SUITLAND FEDERAL CENTER

INTERSECTION OF SILVER HILL RD AND SUITLAND RD

Legend

Pk wy

458

SUITLAND COMMUNITY PARK

Pe nn syl va nia Av e

Kip lin g

218

wy s Pk Hgt t ic r Dist

Silv er Hil l

LIVING AREA F

Rd hie Ritc

Mar lbor o Pik e 4

INTERSECTION OF MARLBORO PIKE AND FORESTVILLE RD

SOUTH FORESTVILLE PARK

495 95

NORTH 0

1/4 mi.

1/2 mi.

3/4 mi. 1 mi.

Retail Supply Analysis Focus Areas

Approved Subregion 4 Master Plan and Sectional Map Amendment

These study areas were selected because they met two primary criteria: (1) they were identified through market analysis and stakeholder input to have potential for development (redevelopment); and (2) they are not covered in the growth centers analysis. Although other neighborhood-serving commercial areas exist, these other areas do not present comparable potential to accommodate new development. The purpose of this section is to identify the market potential of these areas and make the appropriate recommendations about their viability as commercial centers.

Summary of Major Findings

■■ The amount of sales capture varies greatly by study area. The Marlboro Pike/Forestville study area captures the greatest amount of sales, at more than $88.4 million. This is not surprising, as the half-mile study area surrounding the Marlboro Pike/Forestville Road intersection includes the Penn-Mar Shopping Center along Donnell Drive. In contrast, the Addison Road/ Walker Mill Road study area businesses only captured $7.0 million in sales as a result of the lack of retail presence in the area.

■■ Consumer expenditures in the neighborhood commercial areas vary but not as widely as retail sales capture. This is due to the relatively similar level of residential development surrounding these selected intersections. Four of the five study areas have 2008 estimates for consumer expenditures ranging between $43 million and $51 million. Only the Marlboro Pike/Forestville study area has a substantially lower demand for retail goods and services in terms of dollars spent than the other study areas. However, this finding is consistent with development trends in that area, as commercial and industrial land uses account for a majority of the local development. ■■ Most of the neighborhood commercial areas generally leak sales. Sales leakage is the difference between the purchasing power of residents in a specified area compared to the retail sales actually generated in the same geographic area, i.e., the loss of potential sales. The Martin Luther King Jr Highway/Landover Road, Martin Luther King Jr Highway/Addison Road, Addison/Walker Mill Road, and Silver

Part I: Introduction Area Character

Hill/Suitland Parkway study areas had a combined estimated net sales leakage of more than $75 million. If the Giant grocery store calculation is removed from the Martin Luther King Jr Highway/Addison Road study area, this total would be substantially higher. Although these study areas did have some retail categories where actual sales captured exceeded demand, the majority of the retail categories experienced a net sales leak. This finding is consistent with other neighborhood-serving venues.

Implications

The market analysis indicates that the Addison Road/Walker Mill Road study area has the greatest potential to support additional neighborhoodserving retail. The continued development of residential uses will add to the need for new commercial development. Serious consideration should be given to developing some retail venue at the Walker Mill Business Park, particularly on the “island” piece bound by Walker Mill Road, Hazelwood Drive, and Rochelle Avenue. The Martin Luther King Jr Highway/Landover Road and the Martin Luther King Jr Highway/ Addison Road study areas also have opportunities for additional retail service provision but much more limited than the Addison Road/Walker Mill area. This is due to the much larger existing commercial base in each study area. Within the Martin Luther King Jr Highway/Landover Road study area, any new commercial development should be done in close proximity to existing centers, preferably the Dodge Park Shopping Center or the King Shopping Center. Although there are scattered retail/service sites to the northeast of the intersection along Martin Luther King Jr Highway with vacant adjacent parcels, clustering new retail with larger centers strengthens the viability of those sites and reduces the potential for disjointed development patterns. At the Martin Luther King Jr Highway/Addison Road study area, focus should be placed on improving the connection between the existing centers to the east of Addison Road along Martin Luther King Jr Highway and the Martin Luther King Jr Highway/ Eastern Avenue intersection at the Washington, D.C., boundary. The existing stock along this corridor is a mixture of uses and conditions.

Reinvesting in these parcels and connecting Eastern Avenue to Addison Road, in terms of retail service, will draw shoppers from Fairmount Heights, Seat Pleasant, and Washington, D.C.

In contrast to the other neighborhood commercial study areas, the Marlboro Pike/Forestville study area generally is well supported by existing retailers along Marlboro Pike, despite the lack of economic activity of the Forestville Plaza and the strip center in front of the Marlo facility. Given that the Forestville Plaza is not supporting the retail operations of the study area, consideration should be given to the future of the property. Despite the general use of the facility as a religious center, the site has the potential to accommodate new industrial development within the subregion without substantial impacts to the existing residential community. If redeveloped as an industrial site, the plaza will improve the county tax base by bringing in revenue-producing tenants, increasing the number of jobs available for subregion residents, advancing the reinvestment occurring along Marlboro Pike between Forestville and the Capital Beltway, and enhancing the existing Forestville Center industrial area. This redevelopment also could accommodate industrial users potentially dislocated by the development of the growth centers, particularly those along US 50, where industrial users fall well within the growth center boundary.

Introduction

This master plan provides a framework for how housing development and neighborhood revitalization should be approached in Subregion 4. The plan provides an opportunity to achieve a healthy balance between the conservation of existing housing stock and traditional neighborhood development patterns and the introduction of new housing developments that are attractive to a range of household incomes currently living or moving into Subregion 4.

AREA CHARACTER

The current development plan for the property owned by Mid-Atlantic Real Estate Investments, Inc., at the corner of Silver Hill and Suitland Roads will increase the market demand for goods and services, making new development viable. However, the plan also calls for 36,000 square feet of commercial space, including restaurants and a pharmacy. As such, the demand created by the project likely will be met by the commercial component of the project. Given that the recapture potential is relatively small for this area, the new development likely will capture this spending as well. As such, providing support for this project will improve the health of the retail market, meet the short-term needs of existing residents, and provide additional dining and shopping alternatives for employees at the Suitland Federal Center.

Households and Neighborhood Analysis

An overview of current housing-related economic and demographic conditions strongly suggests that Subregion 4 is the most affordable area to live in Prince George’s County. However, over the past ten years, the subregion experienced a significant reduction of owner-occupied households and a sharp rise in lower-income households. Immediate action is required to address these trends in order to stabilize and then reverse disinvestment. Key socioeconomic and demographic characteristics that reflect current trends follow.

Summary of Major Findings

■■ The 2000 census reported that 52 percent of households in Subregion 4 are owner-occupied, compared to 62 percent in Prince George’s County.

■■ Ten percent of residents now living in Subregion 4 lived in Washington, D.C., in 1995 versus five percent now living in other parts of the county. ■■ As of August 2008, housing in Subregion 4 had a median sales price range between $199,900 and $251,700, compared to housing in nearby cities in Prince George’s County with a median price range between $329,445 and $337,000.

■■ Housing and neighborhood conditions in communities close to Washington, D.C., and the Subregion 4 boundary reflect significant in-migration of lower-income households that require public support for housing expenses and other basic household functions.

Approved Subregion 4 Master Plan and Sectional Map Amendment

■■ Significant shifts from owner-occupied, singlefamily homes to single-family rental homes; decreases in the median income of households; and significant increases in the number of homes with outstanding code violations are indicators that some neighborhoods within Subregion 4 are at critical tipping points in their life cycle. ■■ Important cultural and historic landmarks and defining neighborhood characteristics are in danger of being lost because of a lack of neighborhood reinvestment, an increase in crime, outstanding building code violations, and an increase in vacant homes caused by foreclosures. This trend is more evident in older areas of Subregion 4, such as in Glenarden, Fairmount Heights, Seat Pleasant, Capitol Heights, and District Heights.

Implications

Household income distributions are important since they translate into housing affordability. In the third quarter of 2008, for most of Subregion 4, mortgages ranged from $199,000 to $251,700. In order to service a mortgage in this price range, the household income should be approximately $100,000 annually (depending on the interest rate, taxes, and insurance). The 2000 census estimated that the median household income in Subregion 4 was slightly more than $45,000. Even though it is likely that median household income rose significantly over the past eight years, it is unlikely that income increased by over 100 percent. A continued increase in rental households and a continued decrease in the development of new owner-occupied households, especially singlefamily detached homes, is expected. Although this is not necessarily a bad trend for neighborhoods, a stable neighborhood is generally defined by the amount of home ownership. However, this is not necessarily indicative of neighborhood decline. Yet, an overwhelming number of residents interviewed for preparation of this plan expressed a preference for living in neighborhoods with suburban characteristics. Generally suburban housing characteristics are defined by single-family detached development patterns.

Part I: Introduction Area Character

Figure 2-1

Stakeholders were concerned about the perceived lack of code enforcement and the demographic shifts in Prince George’s County caused by the influx of lower-income Washington, D.C., residents. Stakeholders expressed concern about the stability of the older Subregion 4 neighborhoods. However, because of housing affordability, close proximity to employment opportunities in Washington, D.C., and easy access to transit stations, Subregion 4 has an opportunity to reestablish itself as a great place to live.

Industrial Market Analysis Introduction

This section outlines the industrial market forces in and around Subregion 4 that are influencing development activity within the main industrial area. Gaining an understanding of the local and regional real estate conditions informs recommendations for the subregion vision plan. Current trends and projections in supply, vacancy, sale pricing, leasing, and absorption were analyzed.

Summary of Major Findings

■■ Subregion 4 constitutes approximately 34.5 percent of the county’s industrial building space. Development is concentrated along US 50 and I-95/I-495.

■■ The size and type of industrial users vary greatly, as Subregion 4 has a wide variety of industrial stock. The average industrial property in Subregion 4 has a floor-to-area ratio of 0.30. This represents a very dense development pattern for industrial uses.

■■ Most of Prince George’s County’s industrially zoned land is developed, with the exception of a few parcels in the Brandywine area at the far southeast corner of the county. As a result, the level of industrial development has been comparatively modest. ■■ Subregion 4 has experienced industrial development activity comparable to the rest of Prince George’s County. Most of the development within Subregion 4 occurred in Zone 3. This activity primarily occurred in the Steeplechase 95 industrial park, located on Ritchie-Marlboro Road and the Capital Beltway.

■■ In contrast, only one industrial project was delivered in both Zones 1 and 2 since 1998. This primarily is due to the lack of desirable, developable industrial land in either zone. ■■ There are approximately 270,000 square feet of industrial space currently being built in the regional study area, predominantly along the I-95 corridor on the north side of the county. Approximately 500,000 square feet of additional warehouse and flex office space is proposed at the Steeplechase 95 development within Subregion 4. This additional space is projected to be completed by November 2011. ■■ Subregion 4’s industrial vacancy rate is between 10 percent and 13 percent, two percentage points higher than the regional industrial average. The Ardwick/Ardmore and the Steeplechase 95 industrial parks have relatively low vacancy rates.

■■ The regional study area’s average asking rent for third quarter 2008 is $7.18 per square foot, 25

■■ Local real estate professionals indicated that demand for all classes of space is strong. The location benefits of Subregion 4 make it very desirable for tenants who find less utility in the amenities of Class A space. However, tenants of Class B and C spaces generally do benefit from slightly lower rents in lieu of “better” space.

AREA CHARACTER

■■ Newly developed projects have had greater densities than previously existing properties. The scarcity of industrial zoned land has created a demand for a higher-density development in order to maximize land use and value.

percent higher than the national average of $5.75.

Implications

The regional industrial market remained stable despite the recent economic and fiscal fluctuations. Unlike the retail and residential markets, industrial property owners have not seen a sharp decline in demand. As a result, industrial vacancy rates remained stable and rental rates steadily increased through the third quarter of 2008. Data provided by realtors and industrial property owners in Subregion 4 indicate the local market remains strong as well. In particular, interest for the industrial portion of the Steeplechase 95 project is keeping the development timeline on pace with the owner’s expectations. Although it is likely that a prolonged slowdown of economic activity eventually will adversely impact the industrial market, the market data indicate that the portions of Prince George’s County nearest to the Capital Beltway, including Subregion 4, are highly desirable to industrial users. As mentioned, Subregion 4 provides an industrial user excellent access to local, regional, and national markets. Given the fact that the Washington, D.C., government has made consistent decisions to limit, and even eliminate, industrial uses within its borders, areas like Subregion 4 provide the next best location to those companies that serve Washington, D.C., clients. Furthermore, Prince George’s County and Subregion 4 provide a better value to industrial users, as lease rates are below regional competitive areas. Local lease rates are half of some Washington metro competitors. The existing industrial developments in Subregion 4 along US 50 and I-495 likely will continue to thrive into the future. However, the potential development strategy for the growth centers at the Cheverly, Landover, and New Carrollton Metro Stations may create a conflict, as Approved Subregion 4 Master Plan and Sectional Map Amendment

Map 2-3: Summary of Completed or Currently Underway Plans and Projects

Part I: Introduction Area Character

industrial users are within the development area. As such, a strategy should be incorporated into the sector plan to accommodate the displaced businesses elsewhere in the county. There currently are not many options for businesses to locate within proximity to the Capital Beltway.

During the Subregion 4 master planning process, a series of development projects within the subregion boundaries and in the immediate vicinity were already underway. The planning team utilized the county’s available database and recorded conceptual site plans and detailed site plans that had been approved by the Planning Board and therefore would most likely be implemented in the near future. Map 2-3 on page 36 on includes all these plans overlaid on the existing road network, as well as the area’s environmental constraints. The resulting map is a more accurate depiction of the

Growth Forecasts As part of the economic development analysis, growth forecasts were developed for the living areas and industrial areas within Subregion 4 through the year 2030. These projections are intended to help determine the potential demand for additional capital investments in infrastructure (e.g., roads) and community facilities (e.g., emergency services) as a result of development outside the growth centers. The projections were calculated using two methods, household growth and housing development. These methods provide different ways to better understand the subregion’s market potential.

AREA CHARACTER

Completed or Currently Underway Plans and Projects

subregion’s urban framework and the base upon which additional proposals could be made.

Projection periods beyond five to ten years become speculative. It is nearly impossible to determine the investment climate for real estate long term. This is evident in the current economic cycle. The “boom and bust” real estate market shifts experienced

Table 2-2: Round 7.1 Cooperative Forecasts for Subregion 4 Count 2010

2020

Change 2030

2010-2020

Household Count 49,167 50,560 55,242 1,393 Housing Unit Count 53,923 55,850 58,569 1,927 Source: Prince George’s County and RKG Associates, Inc., 2009.

2020-2030 4,682 2,719

Total 2010-2030 6,075 4,646

Table 2-3: Household Formation Trends and Projections Households Zone 1: Living Areas A & C Zone 2: Living Areas B & D

Change 199020002000 2008

Annual Change 199020002000 2008

1990

2000

2008

10,346

11,990

12,225

1,644

235

164.4

29.4

12491

13,794

13,880

1,303

130.3

10.8

51.0

26.0

345.7

66.1

Zone 3: 21,122 21,632 21,840 510 208 Living Areas E & F Subregion 4 43,959 47,416 47,945 3,457 529 Source: Site to Do Business online (STDB online) & RKG Associates, Inc. 2009.

Approved Subregion 4 Master Plan and Sectional Map Amendment

regionally and nationally between 1998 and 2008 are anomalies to historic patterns. Predicting such vast shifts in the market is highly problematic. In addition, the recent market turmoil of 2008 and early 2009 adds to the difficulty in projecting patterns into the future. Most notably, there is much debate over the potential “recovery time” required for regional and national markets to return to some form of equilibrium. As such, the projections presented in this report represent the best anticipation of market conditions by the planning team.

reflects both previous market performance, as well as policy goals established by the county’s elected officials. Based on this analysis, the Round 7.1 projections indicate Subregion 4 will experience a net increase of 1,927 new housing units and 1,393 new households between 2010 and 2020. Growth and development is projected to increase in the long-term, as the subregion is expected to experience a net gain of 2,719 housing units and 4,682 households between 2020 and 2030 (Table 2-2 on page 37).

The residential projection analysis is slightly more complex than the retail and industrial analysis. Prince George’s County produces forecasts for the Metropolitan Washington Council of Governments (MWCOG). This information is combined with assessments from each of the other member jurisdictions and is used to plan for future regional investment needs due to local growth patterns. The results of the county’s effort, as well as the internally generated data, were considered. The results of these efforts are presented in this section.

An analysis of recent household growth trends within Subregion 4 was prepared to determine the net migration patterns in and out of Subregion 4. Household growth trends indicate the subregion experienced a net increase of approximately 67 households annually between 2000 and 2008. This pace of growth is well below the average for the 1990s, when Subregion 4 experienced a net gain of nearly 350 households annually (Table 2-3 on page 37). Overall household growth levels likely will reflect the more recent trends into the near future, as the economic downturn and financial troubles will continue to adversely impact the ability to purchase and maintain a home. However, more stabilized economic conditions likely will trigger additional investment in Subregion 4. As such, the

MWCOG Round 7.1 Cooperative Forecast

Prince George’s County’s Round 7.1 projections for housing units and household counts were used for this analysis. The Cooperative Forecast information developed by Prince George’s County

Household Growth Approach

Table 2-4: Subregion 4 Residential Construction Trends 2000-2008 Year Single-Family Townhouse Condominium 2000 58 147 0 2001 128 197 0 2002 165 129 0 2003 171 6 15 2004 64 10 75 2005 42 7 5 2006 55 52 62 2007 49 149 52 2008* 17 28 40 Total Annual 749 725 249 Average 83.2 80.6 27.7 Source: Prince George’s County and RKG Associates, Inc., 2009. *Data include January to October of 2008 only.

Part I: Introduction Area Character

Apartment 0 0 0 253 0 407 0 291 0 951 105.7

Total 205 325 294 445 149 461 169 541 85 2,674 297.1

Table 2-5: Household and Housing Unit Growth Projections 2020 1,109 887 625 500

MWCOG Round 7.1 Household Projections MWCOG Round 7.1 Housing Units Projections Household Growth Approach Housing Development Approach Source: Site to Do Business online (STDB online) & RKG Associates, Inc. 2009.

growth in households is projected to remain more modest over the next five to seven years and will likely increase as economic conditions begin to improve. Projections indicate that there will be a net increase of approximately 1,000 households within the living areas of Subregion 4 between 2010 and 2020. The subregion may experience a net increase of 2,000 more households in the living areas by 2030.

Housing Development Approach

Similar to the household growth approach, the housing development approach was produced by studying recent housing construction trends, adjusting these levels based on projected market performance and economic certainty. Approximately 300 housing units were constructed each year during the 2000s within Subregion 4. Development was strongest between 2005 and 2007 at the height of the housing boom in the region. However, Prince George’s County property assessment records indicate that fewer than 100 units were delivered between January and October of 2008 (Table 2-4 on page 38). This trend most likely will continue into the future as the housing market recovers from the recent downturn. Conditions in Subregion 4 are exacerbated as more than 1,300 housing units currently are somewhere in the foreclosure proceedings. As such, a majority of these units likely will be available on the market over the next three years, increasing the competition for residential developers. Housing development likely will remain slow over the next five to seven years for the entire subregion. The focus of development at the General Plan centers will limit the market opportunities for higher-density housing within the living areas, as

2025 2,009 793 1,000 700

2030 2,673 1,926 1,000 700

Total 6,075 4,646 3,000 2,150

AREA CHARACTER

2015 284 1040 375 250

the development in the centers likely will offer better amenities and more convenient access to mass transportation. As a result, housing development within the living areas of Subregion 4 will be more concentrated in single-family, detached houses rather than condominiums and townhouses. It is projected that Subregion 4 will experience a net gain in housing units of approximately 750 dwellings between 2010 and 2020. Growth projections are higher over the next ten-year period. The net gain projected for the living areas between 2020 and 2030 is approximately 1,400 housing units.

Implications

The growth projections prepared by the county and those prepared by the planning team vary greatly. County-developed growth projections identify a net gain of more than 6,000 households and nearly 4,650 housing units during the 20-year study period (Table 2-5 on page 39). In contrast, the planning team projects a net growth of 3,000 households and 2,150 housing units within the living areas during the same time. The disparity is due, in part, to the fact that the planning team’s numbers do not include development at the General Plan centers. As mentioned, the county-derived numbers were developed utilizing market data as well as policy preferences of the elected officials. In comparison, the planning team’s calculations rely solely on market conditions. The policy decision to promote development at the General Plan centers within Subregion 4 is as much a policy mandate of the county as it is a market-driven opportunity. As such, the round 7.1 forecast developed by the county’s planning department for MWCOG Approved Subregion 4 Master Plan and Sectional Map Amendment

includes the impact of interregional shifts in consumption of housing. This shift will only occur if living within close proximity to a Metro station continues to be desirable. For the centers to succeed, existing demand patterns in the marketplace will need to adjust based on the introduction of the new market opportunities at these sites.

Summary of Economic and Market Opportunities Assets

Accessibility and Proximity Markets One of the strongest assets of Subregion 4 is its location and accessibility. The close proximity of Subregion 4 to various employment, entertainment, historic, and recreational amenities found in Washington D.C., northern Virginia, and central Maryland make it ideal for continued economic growth. Close spatial relationships often are drivers for economic development, as they provide the foundations for agglomeration economies and the growing desire of households to minimize their consumption of fossil fuels. This is evident in the amount of development activity and planning occurring on the immediate border of Subregion 4. The Ritchie Station Marketplace, Woodmore Town Center, and Westphalia are all examples of the benefits Prince George’s County and Subregion 4 enjoy, in terms of favorable location opportunities.

Workforce

Subregion 4 also benefits from being able to draw from Washington’s regional labor pool. Having multimodal access and being located inside the Capital Beltway makes commuting to Subregion 4 just as convenient as, if not more so, other areas of the metropolitan region. Subregion 4’s growth centers have become instant focal points for attracting workers due to their access to Metro, as commuters will benefit from the scheduled bus and train service. The region would also benefit from a more even distribution of growth centers and the emergence of new employment opportunities in Subregion 4 and Prince George’s County. More employees would be able to work closer to home, reducing some of the current congestion that

Part I: Introduction Area Character

occurs along the western portions of the Capital Beltway.

Mass Transit

This proximity advantage is strengthened by the subregion’s multimodal transportation system, another asset that can act as a catalyst for economic growth. Most notably, Subregion 4 is served by seven Metro stations and two major bus systems (WMATA and TheBus). The Metro station areas, identified as growth centers within this analysis, have the potential to support varying levels of retail, service, office, entertainment, and residential growth. Examples of successful transit-oriented development abound throughout the Washington metropolitan area, including such areas as the five stations that compose the Rosslyn/Ballston corridor in Arlington County, as well as individual stations, such as Silver Spring.

Highway System

The major roadways within and surrounding Subregion 4 provide strong connectivity with nearby local and regional activity centers. This connectivity allows residents and business operators to more easily reach and serve other markets. I-95/I-495, which stretches from Boston to Florida, forms the eastern border of Subregion 4, thereby connecting the subregion to the entire East Coast economy. As such, Subregion 4 has a competitive advantage in attracting firms focused on servicing the greater East Coast market. At a regional level, the research completed for this planning effort indicates that market forces are making it difficult for industrial and warehouse/ distribution operations to remain inside Washington, D.C.’s boundary due to increasing values and subsequent increases in operational costs. As such, these entities are seeking new opportunities within close proximity to their downtown market. Subregion 4’s proximity to the Washington, D.C., market makes it a prime alternative to meet this need.

Affordability

Commercial/Industrial Competitiveness Subregion 4 provides greater value to both businesses and potential residents than other areas within the Capital Beltway. The commercial and

Residential Competitiveness

From a residential perspective, the median sale prices for homes in Subregion 4 are more affordable compared with other regional cities/ centers. The four zip codes within the majority of Subregion 4 have median sale prices ranging between $199,900 and $251,700 for houses that have recently sold. Nearby communities in Prince George’s County have seen houses sell for slightly higher prices during this time, while communities bordering Washington, D.C., on the north and south have median home prices closer to $400,000. The affordable nature of the subregion gives people the opportunity to purchase a house comparable to ones in other parts of the region at a more reasonable price. As economic uncertainty remains at the forefront of consumers’ minds and the price of gas continues to remain above historic levels, the desire to live closer to one’s job and recreation outlets will continue to grow.

Vision

Living Areas The living areas of Subregion 4 provide an eclectic mix of housing that includes historic neighborhoods, high-rise apartment and condominium developments, new urbanist transit-oriented housing communities, and expansive public housing developments. The variation in housing types offers existing and potential residents the opportunity to find a home suitable to their needs and means. However, the variety of housing also has an inherent set of challenges. Most notably, many of the older,

established neighborhoods have been adversely impacted by deferred maintenance problems. Furthermore, this area of Prince George’s County was especially hard hit by foreclosures during the recent housing downturn. As a result, the subregion has not benefitted from the stability of homeownership as much as other areas in the county.

AREA CHARACTER

industrial analyses indicated that for-sale and for-lease pricing within Subregion 4 are comparably lower than other submarkets in the area. Most notably, the industrial markets to the north of Subregion 4, within close proximity to the I-95/I-495 split and BWI airport, have sustained greater rent rates that those in the subregion. The disparity of rental rates for retail and office space is substantial, given the comparatively lower market strength and quality of space. In both cases, a strategic recruitment package could capitalize on this relative affordability, providing the prospective tenant lower operating costs without adding to the financial cost to the community.

The overarching vision for the living areas within Subregion 4 is threefold: 1. Promote and sustain long-term owneroccupancy within all neighborhoods in the subregion, thereby reducing deferred investment and stabilizing at-risk areas; 2. Continue to promote a mix of housing types and values within the subregion to ensure that existing and future residents have suitable choices in housing regardless of socioeconomic status; and 3. Increase the overall population base in the subregion (thereby improving the consumer base) through higher-density, mixed-use development in the subregion’s established growth centers. The county likely will need to become proactive in the short-term in providing social and financial assistance to potential residents of Subregion 4. Simply put, the impacts of the recent housing downturn have undone the progress occurring within the local market toward greater homeownership and neighborhood stabilization. Although there are measurable effects on those that directly have lost their home, there are substantially more current residents who are maintaining their mortgages despite having lost any equity and/or having to adjust their finances. These “at-risk” households need direct and indirect assistance to avoid becoming the second wave of foreclosures.

Industrial Centers

Of all the nonresidential markets in Subregion 4, industrial real estate historically has been, and remains, the strongest land use type. These properties have maintained high occupancy levels and continue to thrive due to the locational and economic advantages of Subregion 4. The industrial businesses generate tax dollars and provide stable, well-paying jobs accessible to local residents. New Approved Subregion 4 Master Plan and Sectional Map Amendment

developments, especially Steeplechase 95 Business Park located at I-95 and Ritchie Road, have been very successful at attracting new industrial users to the subregion. There are several benefits to maintaining Subregion 4’s industrial and employment areas. First, there are few remaining sites available for industrial development within Prince George’s County, a factor that restrains supply. Second, industrial users in Washington, D.C., continue to be displaced into Maryland or Virginia as industrial properties are redeveloped into other uses, (e.g., the Navy Yard area in Southwest D.C.). This displacement increases the demand for industrial space on the periphery of D.C. Finally, much of the county’s industrial property is clustered along I-95/I-495, providing good access to a major transportation corridor, which is often viewed as a coveted amenity for industrial users. In order to position itself for future growth and changes in the regional and local economy, sustaining the presence of the industrial and employment areas will provide the county with an opportunity to capitalize on the subregion’s strong transportation access. The long-term vision for the industrial centers should focus on two principles. First, efforts should be made to support and retain existing industrial areas, as appropriate. In cases where retaining the industrial base is not the highest and best use for an area, efforts should be made to find suitable alternate locations for those businesses that need to be relocated. The existing industrial centers generally are functional. Even the more marginal areas have maintained stable occupancy, albeit with businesses that do not provide comparable benefits to the community as the typical industrial resident. However, there are some areas where market growth is infringing on the existing center (e.g., New Carrollton) and some areas that are not competitive in the marketplace (e.g., Walker Mill Business Park). Although these areas may eventually transition from industrial to other uses, their existing tenant base does provide fiscal benefits to the county. Therefore, all efforts should be made to aid these businesses in identifying new locations within the county. Second, recruitment and retention efforts should focus on businesses that would benefit the most

Part I: Introduction Area Character

from the subregion’s strengths. Most notably, warehouse/flex operations have shown the greatest interest in the subregion. The Steeplechase 95 area has experienced noticeable success in recruiting businesses seeking 25,000 to 50,000 square feet of space with ceiling heights above 30 feet and a minimum of five percent of the space for offices. These businesses typically are seeking a base of operations to support their regional clients while having the flexibility to provide showroom-style capabilities by modeling the entrance area of the space in a manner similar to retail frontage. Examples include building contractors, as well as furniture and fixture wholesalers/retailers. In addition to the flex/warehouse market, it was noted that the automotive-related industrial users (e.g., repair facilities) consistently have had strong demand within the Subregion 4 market.

Growth Centers

As detailed in Chapter 6, the eight General Plan centers are the key locations for future development and redevelopment in the subregion. The centers provide a unique opportunity to create mixed-use, walkable districts that can serve as economic engines for the subregion as well as the county. The majority of the new office, retail, and higherdensity residential development planned for Subregion 4 is focused in these areas.

Other Opportunities

Beyond the overarching visions for the living areas, industrial centers, and growth centers, other non-location-based initiatives were identified through either market research or the public involvement process. The following vision initiatives reflect those with the greatest chance for success.

Federal Employment Recruitment

Attracting federal employment was consistently cited by local residents, public officials, and real estate professionals as an opportunity for Subregion 4. This opportunity primarily is attributed to the area’s close proximity to the District of Columbia. Although the subregion’s location is ideal for this opportunity, the limited amount of quality, appropriately located office space currently prohibits any substantial growth in office employment. This is evidenced by the many

subregion residents commuting into D.C. and neighboring counties to work. Increasing the availability of quality office space in the subregion may attract new high-paying, stable jobs.

Retail/Service Recruitment and Retention

Another opportunity includes attracting new retailers into Subregion 4 to increase the variety and quality of goods being offered locally. The best opportunity is to increase the spending potential within the subregion. One method of obtaining this goal is to create more high-quality, owneroccupied residential options on vacant and infill parcels. By increasing the amount of high-quality residential options on underutilized parcels, the base of higher income households in the area will increase. In 2008, the median household income for Subregion 4 was estimated at $51,763, nearly 25 percent lower than the county level ($68,540). This action should help attract the more diverse mix of retailers desired by community residents. Preliminary market analysis corroborates the perception that Subregion 4 historically has been underserved in retail and service businesses, creating a pent-up demand for a broad range of store types. Only 277,000 square feet of commercial space has been built within the subregion since 1998, despite the development of more than one million square feet of industrial space and nearly 4.8 million square feet of residential space. Of this total, approximately one-half is in self-storage facilities. As such, opportunities may exist to enhance commercial offerings along the major corridors in the

AREA CHARACTER

In addition, there are opportunities to attract the many private contractors that are being awarded contracts to provide support operations for the federal government. The percentage of federal jobs in the Washington, D.C., metropolitan statistical area has been declining as the amount of “professional and business service” jobs, many of which involve government contracts, have been increasing. Between 1990 and 2005, Fairfax County added approximately 100,000 new professional and business jobs while Washington, D.C., and Montgomery County added roughly 30,000 each. Prince George’s County, by comparison, added only 12,000.

subregion, particularly Martin Luther King Jr Highway, Sheriff Road, Central Avenue, Addison Road, Silver Hill Road, Marlboro Pike, and Ritchie Marlboro Road. This new spending potential, combined with the existing pent-up demand for retail goods and services, could attract the types of businesses desired within the community to the available land along these thoroughfares and in existing neighborhood centers.

Site Specific Opportunities

Lastly, opportunities exist for site-specific assets within Subregion 4. Most notably, the FedEx Field complex provides an opportunity regardless of whether the Washington Redskins remain playing at this stadium. Although it could not be wholly agreed upon whether the community was in support of the stadium’s presence, most acknowledged there is an opportunity to capitalize on the visitors it attracts. Commercial activity surrounding the stadium catering to these visitors is largely absent. Creating these complementary businesses outside the stadium has the potential to provide local entrepreneurs the opportunity to establish new businesses while providing local residents an increase in the variety of retail and service venues. Outside of typical entertainment venues targeted at visitors, other options suggested by residents included utilizing the parking lot during days when the stadium is not in use. For example, some of the residents urged establishing a weekly farmer’s market outside of the stadium. On the other hand, if the Redskins’ owner chooses to relocate the team, the newly available land would possess substantial development opportunities. In this scenario, many residents wanted to see office development occur on site as nearby shopping centers and easy access to the Capital Beltway could support this endeavor. The current Walker Mill Business Park in Capitol Heights also provides an opportunity to attract and develop a transformative project. Very little development has occurred in the business park, leaving large lots available for new development. Observations from local real estate professionals and an analysis performed by University of Maryland indicate that the business park is not ideally located to attract the type of industrial and Approved Subregion 4 Master Plan and Sectional Map Amendment

employment-generating uses once envisioned for the site. As such, local residents and elected officials have indicated a desire to see alternative uses proposed for the site. The overwhelming majority of respondents desire to see a mixture of highvalue, owner-occupied residential developments with supporting retail and service uses located near the intersection of Walker Mill and Addison Roads.

Part I: Introduction Area Character

S U B R E G I O N

Part II:

Vision and Recommendations Subregion 4

A Plan for the Heart of Prince George’s

Approved Subregion 4 Master Plan and Sectional Map Amendment

4 M A S T E R P L A N

Chapter

Plan Vision

4 M A S T E R

Introduction The vision of the Subregion 4 Master Plan is the result of numerous collaborative meetings and workshops with area stakeholders. The ideas, priorities, and concerns documented throughout this public engagement process were critical to the development of the plan vision. The recommendations that emerged were strengthened and refined through meetings with the implementing agencies and key property owners. The plan vision reflects what Subregion 4 can become by capitalizing on its location, existing infrastructure, historic resources, industrial sector, and large employment base while committing to realizing the land use plan and protecting the environment.

P L A N

Approved Subregion 4 Master Plan and Sectional Map Amendment

PLAN VISION

S U B R E G I O N

Vision Statement

Neighborhood serving retail.

Stable single-family residential neighborhoods.

Subregion 4 thrives as the “Heart of Prince George’s County,” featuring a large percentage of the county’s residents and employment base. As described in the 2002 General Plan vision for the Developed Tier, the subregion is a unique location where new and older suburban neighborhoods are balanced by development that is more urban in character. Longtime residents live in revitalized neighborhoods alongside newcomers, all taking advantage of the diverse offerings of the area. A network of sustainable, medium- to high-density, transit-supporting, mixed-use, pedestrian-oriented neighborhoods located at the centers and corridor nodes is connected to the residential enclaves by a multimodal transportation network. Smaller, urban-scale residential communities, neighborhood commercial centers, and older “main streets” also exist to meet residents’ needs. Additional employment centers exist in the many industrial and business parks along the subregion’s boundaries. The industrial areas are improved and buffered to minimize their visual and environmental impacts. This plan envisions balancing new development, that optimizes existing infrastructure, with maintaining and revitalizing existing neighborhoods and commercial areas through redevelopment, adaptive reuse, preservation, and conservation. The environmental envelope is enhanced and protected to provide for a series of interconnected open spaces. These open spaces are designed to improve stormwater management, conserve natural resources, and to act as an amenity for the community. Together these elements will help to reinforce Subregion 4 as the “heart of Prince George’s County.”

Vision Elements

Revitalized Neighborhoods

A variety of housing types are offered.

Part II: Vision and Recommendations Plan Vision

Today, Subregion 4 neighborhoods are challenged by aging housing stock, high foreclosure rates, and an increasing number of single-family homes serving as rental properties. The plan envisions living areas with unique characteristics, including neighborhoods within municipalities, wellmaintained residential blocks, and quiet culs-de-sac

Map 3-1: Vision

M Ard wic k-

M tin ar M 50

202La nd ov er Rd

704 Columbia Park Rd

organ Garrett A M

Sheriff Rd

Hil lR d

M M

218S uit lan dR d

95 495

Central Ave

Walker Mill Rd

n Rd Addiso

Larc hm ont Ave

332

214

PLAN VISION

Ard mo re R d y Hw r J ing rK he t Lu

Reds kins Rd

Rd hie Ritc

Mar lbor o Pik e

Silv er Hil l

458

Penn sylva nia A ve

495

NORTH

Legend

Low-Med Density Residential Medium Density Residential Metrorail

High Density Residential Commercial

Neighborhood Serving Mixed Use Mixed Use Centers

Major Roads

Secondary Roads

1/4 mi.

1/2 mi.

3/4 mi. 1 mi.

Industrial

Open Space Network

Institutional

Wetlands and Streams

Approved Subregion 4 Master Plan and Sectional Map Amendment

Focus New Development at Centers

New single-family neighborhoods. and townhouse communities all served by local retail. ■■ The living areas retain their mature suburban character, transitioning to the centers and industrial areas in a seamless manner.

■■ There is an emphasis on the maintenance and revitalization of housing, as evidenced by programs and services available for homeowners, especially in the established communities.

■■ A variety of home ownership options is available for residents from a range of income levels.

A key priority of the 2002 Prince George’s County Approved General Plan is to direct future growth in the Developed Tier to the designated centers. Currently, the eight centers in Subregion 4 (Addison Road-Seat Pleasant, Capitol Heights, Cheverly, Landover Metro, Landover Gateway, Morgan Boulevard, New Carrollton, and Suitland) are underutilized, underdeveloped, and have not captured the quality retail that is desired by the residents and offered at locations with comparable transit access. The Subregion 4 Master Plan realizes this opportunity and presents a set of strategies to minimize competing development interests among the eight centers and between the centers and the neighborhood commercial areas. The plan envisions new, mixed-use development featuring medium- to high-density residential, office, and retail at the eight General Plan centers located within the subregion. ■■ Centers are places for commerce, public services, and transit. They fulfill a growing demand for additional housing stock. The higher densities envisioned and the influx of transit riders to a

■■ Neighborhood serving retail is concentrated at market-supportable locations. The commercial corridors are redeveloped to include a mix of uses, encourage pedestrian activity, and provide a sense of identity for the communities that they serve. Many of the former strip commercial centers are replaced with high-quality urban housing appropriate for the location. ■■ The suburban character of the established communities is maintained, in part, by focusing new development at the centers.

Spaces for community gatherings.

■■ New construction respects and reinforces community character by being consistent in scale and character with neighboring buildings. ■■ Programs, services and policies are available to support long-standing residents who would otherwise be displaced due to redevelopment, especially in communities at or adjacent to the centers.

Vibrant mixed-use corridor.

Part II: Vision and Recommendations Plan Vision

A variety of housing types are offered.

Mixed-use development is introduced at General Plan centers. long-term viability. Application of appropriate zoning tools, development standards, and guidelines direct development to meet the plan vision for viable, attractive, and healthy industrial and employment centers.

■■ There is a strong emphasis on transit-oriented, pedestrian-friendly environments for users to live, work, and play. Development of the mixeduse areas will position the subregion to better serve the retail needs of its residents and capture a portion of the retail market for the area.

■■ The subregion serves as a key economic engine for the central part of the county with varied employment and commercial opportunities for consumers and providers.

■■ Seven of the centers are located around Metro stations, conveniently connecting pedestrians to the wider transit network.

■■ The centers are supported by an overall transportation network that emphasizes transit and pedestrian access and provides connections to the surrounding neighborhoods. ■■ Community building is utilized as an essential tool to create harmonious communities where people of all income levels and social strata enjoy residing.

■■ Industrial areas are preserved but buffered from other incompatible uses to protect residents while maintaining the jobs and tax base that support residents of the subregion. ■■ Urban design standards and guidelines ensure development is at the appropriate scale and character for the surrounding area and buffers are constructed to improve transitions between land uses. ■■ Existing regulations are enforced by the appropriate agencies.

■■ A range of housing types are available, including revitalized single-family housing, modern, attractive rental housing, and condominiums at locations with access to transit and other vital community services.

Improved Mobility For Walking, Biking, Transit, and Driving

Although the industrial and employment centers in Subregion 4 supply an important tax base to the county and meet regional demand for highintensity uses, there is a concern about their impact on the overall quality of life in the area and their

The plan envisions a fully integrated multimodal system of “complete streets,” which safely integrate vehicular, pedestrian, bicycle, bus, and Metro transit

Reinforce Subregion 4 as an Industrial and Employment Center for the Region

PLAN VISION

single location also help incentivize public amenities and attract high-quality retailers.

Today, the subregion is largely auto-oriented with no fewer than eight major highways or thoroughfares traveling through or adjacent to it. Pedestrian safety and the need for improved connections for local users are major concerns for the area’s stakeholders.

Approved Subregion 4 Master Plan and Sectional Map Amendment

users. Improvements are aimed at ensuring safe and efficient transit connections. ■■ New sidewalk and trail connections are identified throughout the subregion, emphasizing sidewalk corridors connecting schools, community centers, and Metro stations.

■■ Development at the centers and nodes is oriented to pedestrians and cyclists. New developments will include enhanced transit stops, wide sidewalks, bicycle lanes, and pedestrian-oriented buildings with ground floor retail and on-street parking.

■■ Bus service is improved to provide coordinated connections to the Metro stations and other key areas in the subregion, reduce lead times, and simplify the user experience through clearly identified destinations, routes, and schedules.

Improved Community Character and Sense of Place

Currently divergent land uses, numerous jurisdictions, and inconsistency of the quality of development lend to a lack of community character for the subregion as a whole. The rich history of the area and the variety of development patterns that exist present an opportunity for Subregion 4 to develop into a series of communities and landscapes, each with a unique character and appearance. The master plan envisions a display of community character and the creation of a stronger sense of place by building upon the area’s resources.

■■ Throughout the master plan area, an enhanced open space network connects parks to surrounding neighborhoods and provides for increased stormwater capacity.

■■ The open space network includes the creation of new park spaces, additions to the trail network, the introduction of stormwater management facilities, and improvements to existing parks. ■■ Significant historic properties are appreciated and valued as important elements of the area’s cultural heritage.

■■ New development and revitalization plans are sensitive to issues of energy efficiency, recycling and conservation of materials and resources, waste reduction, and environmentally sensitive design.

■■ Urban Design Standards inform the development of new, community-serving, mixed-use centers at key locations in the subregion. The standards address the use of appropriate scale, form, and building massing to provide for a quality pedestrian experience.

■■ Development of neighborhood-serving retail specific to a community’s needs is encouraged at designated locations in the living areas to enhance the sense of place.

Build Upon Shared Needs and Improve Connections

Communities in the subregion share a number of concerns and interests, including access to goods and services, public safety, and overall quality of life. The Subregion 4 Master Plan envisions an improved network of communities in which shared goals are achieved through improved planning, funding, and communication. ■■ The overall development pattern for the subregion protects the living and industrial areas, allowing them to prosper and thrive while minimizing the impacts they have on each other.

Improved public realm.

Part II: Vision and Recommendations Plan Vision

■■ Public facilities are planned to support, protect, and educate the current and future residents of the subregion.

■■ A community development corporation (CDC) is created for Subregion 4 to meet the housing, community development, and economic development needs of the area. ■■ A comprehensive implementation strategy is in place for the county, state, municipalities, CDCs, and private developers to follow.

PLAN VISION

Approved Subregion 4 Master Plan and Sectional Map Amendment

Chapter

4 M A S T E R

Introduction Land use and development pattern are key components of an area’s sustainablity; they impact the environment and create the need for specific types of transportation systems, infrastructure, and public facilities. The land use plan defines how much land is developed for residential, employment, and institutional purposes, how much is conserved for natural resource uses, and how much is preserved for environmental, scenic, and recreational purposes.

P L A N

Development Pattern The development pattern element of the Subregion 4 Master Plan applies the General Plan vision for the Developed Tier and its centers, corridors, and living and industrialized areas to Subregion 4. This plan refines the General Plan’s goals to reflect the area’s unique characteristics, location, challenges, and opportunities. Approved Subregion 4 Master Plan and Sectional Map Amendment

DEVELOPMENT PATTERN

Development Pattern— Land Use and Urban Design

S U B R E G I O N

General Plan Policy The 2002 Prince George’s County Approved General Plan establishes the overall development pattern for the county. It designates three growth policy tiers, each with its own unique characteristics and associated vision, goals, policies, and strategies. The General Plan places Subregion 4 entirely within the Developed Tier and designates one metropolitan center (New Carrollton Metro), three regional centers (Landover Metro, Landover Gateway, and Morgan Boulevard Metro), and four community centers (Cheverly Metro, Capitol Heights Metro, Addison Road–Seat Pleasant Metro, and Suitland Metro). The General Plan also designates two corridors (Pennsylvania Avenue and Central Avenue) within the Subregion 4 area. This plan divides the subregion into three planning zones for the purpose of organizing the planning and outreach processes (Map 4-1). Each zone contains two living areas and adjacent industrial properties (Zone 1: Living Area A and C; Zone 2: Living Area B and D; Zone 3: Living Areas E and F). One or more focus areas were then selected for each of the living and industrialized areas for further definition and more localized policies, strategies, and implementation steps.

space to meet the current and future needs of the community.

■■ Expand tree cover through increased planting of trees and landscaping. ■■ Capitalize on investments in transportation and other infrastructure.

■■ Maintain/renovate existing public infrastructure. ■■ Promote transit-supporting, mixed-use, pedestrian-oriented neighborhoods.

■■ Renew/redevelop commercial strip corridors. ■■ Enhance industrial employment areas.

■■ Design and site public facilities in accordance with appropriate development patterns.

■■ Capture a greater share of the county’s total forecasted residential and employment growth as a desired development alterative.

Map 4-1: Subregion 4 Living Areas A-F, Planning Zones, and Corresponding Industrial Properties.

Context in the Developed Tier

The intent of the General Plan is to encourage more intense development in the Developed Tier, especially at the centers and corridors. To achieve the goals of the Developed Tier, financial incentives and streamlined review policies that encourage a higher quality of infill and redevelopment will have to be established.

General Plan Goals for the Developed Tier That Relate to Subregion 4 The goals for the Developed Tier are to: ■■ Strengthen existing neighborhoods.

■■ Encourage appropriate infill development.

■■ Encourage more intense, high-quality housing and economic development in the designated centers and corridors.

■■ Preserve, restore, and enhance environmentally sensitive features and provide additional open

Part II: Vision and Recommendations Development Pattern—Land Use and Urban Design Element

General Plan Objectives and Benchmark Measures The General Plan has established guiding objectives or benchmark measures that must be used to gauge the success of the plan’s implementation. The General Plan’s objectives for the land use and development pattern of the Developed Tier, thus Subregion 4, are as follows: ■■ Capture greater than 33 percent of the county’s dwelling unit growth by 2025 within the Developed Tier. Given that Subregion 4 represents approximately one third of the Developed Tier (29 of 86 miles), 11 to 12 percent of the county’s dwelling unit growth should come to the subregion. ■■ Capture greater than 50 percent of the Developed Tier (and Subregion 4) housing growth by 2025 in the centers or corridors.

Every effort should be made to implement these goals and objectives in Subregion 4 through the policies and strategies offered by the General Plan, as well as the more detailed policies and strategies that have been developed for Subregion 4.

General Plan Policies and Strategies for the Developed Tier and Subregion 4 The following is a detailed listing of General Plan policies and strategies that apply to Subregion 4:

General Plan Policy 1

Encourage medium to medium-high density, mixed-use, transit- and pedestrian-oriented development.

Strategies

■■ Develop incentives for infill/redevelopment:

◊ Financial incentives—encourage private

investment by providing public funds and/or deferring tax increases that would result from new development. Seek authority for a split-rate system of property taxation.

◊ Redevelopment assistance—focus the

programs of the county’s Redevelopment

■■ Develop land use regulations and processes for infill/redevelopment:

◊ Rezoning—where necessary, rezone vacant or underutilized land through county initiation to achieve planned densities.

◊ Flexible development standards—provide flexibility in building requirements when reusing or rehabilitating older buildings.

◊ Zoning code—revise existing regulations to accommodate the development pattern of older communities and to remove obstacles to quality infill and redevelopment.

◊ Streamline development review processes to

encourage compatible infill development and redevelopment.

■■ Develop a marketing program for targeted areas in the Developed Tier communities to attract developers skilled at implementing high-quality, compact, mixed-use projects.

DEVELOPMENT PATTERN

■■ Incorporate appropriate pedestrian, bicycle, and transit-oriented features in all new development within centers and corridors.

Authority (such as land assembly and public/ private partnerships) on targeted areas.

■■ Improve the image and mix of uses along major roadways not designated as corridors by:

◊ Developing design guidelines and standards for new development.

◊ Encouraging infill and redevelopment that

contribute to the character and quality of the community.

◊ Limiting zoning that allows new scattered commercial development.

◊ Implementing an incentive package for

owners of commercial-strip developments to make upgrades. Priority shall be given to owners/businesses that improve their mix of goods and services or reuse commercial space for another appropriate use.

◊ Encouraging land assembly and redevelopment of excess commercial for other types of land use.

General Plan Policy 2

Preserve, restore, and enhance environmental features and green infrastructure elements.

Strategies

■■ Encourage the use of innovative technologies to meet the intent of environmental regulations Approved Subregion 4 Master Plan and Sectional Map Amendment

while encouraging the desired development pattern and implementing the recommendations of the Green Infrastructure Plan.

■■ Provide additional tree cover within the Developed Tier to intercept rainwater, reduce heat island effects, and improve air quality.

■■ Provide tree cover guidelines as part of the design elements in future area master plans and sector plans.

■■ Modify the Woodland Conservation Ordinance for sites in the Developed Tier to allow for use of street trees and landscape trees. ■■ Revise the Woodland Conservation Ordinance to require the woodland conservation fee-inlieu funds collected in the Developed Tier to be used in the Developed Tier.

General Plan Policy 3

Provide a transportation system that is integrated with and promotes development and revitalization.

Strategies

■■ Encourage optimum use of all nonautomotive options for and in all new development, including light and heavy (regional) rail, bus transit, and integrated and safe pedestrian and bicycle facilities. ■■ Assign high priority in the county’s Capital Improvement Program and Maryland Consolidated Transportation Program to Developed Tier pedestrian and transit infrastructure improvements.

■■ Provide an integrated sidewalk, trail, and bikeway network to divert as many short trips as possible from auto travel.

■■ Protect local neighborhoods and their residential streets from excessive and high-speed through traffic by such measures as trafficcalming initiatives and pedestrian-oriented design requirements for new development. ■■ Use traffic level-of-service E as the minimum acceptable standard for road and street network capacity, wherever possible. ■■ Develop transit-oriented development and transportation system design criteria as part of

transportation system analyses, the biennial growth policy updates, and future master and small area plans within the subregion. These criteria ensure the maximum integration of pedestrian and biker access and transit service within future development.

■■ Establish transit-based auto trip reduction initiatives to maximize the diversion of single occupant vehicle trips to transit and nonmotorized travel.

General Plan Policy 4

Plan and provide public facilities to support and be incorporated into the Developed Tier’s development pattern.

Strategies

■■ Place a high priority on public sector provision of new or renovated public facilities needed to serve existing and future development.

■■ Develop multilevel schools, two or more stories where feasible, rather than building outward in areas where land is limited. ■■ Consider the adaptive reuse of underutilized/ obsolete public, commercial, and industrial buildings to provide school space.

■■ Seek opportunities for providing outdoor recreation areas through the development review process, acquisition of obsolete or unused industrial or commercial land, and through acquisition of the remaining stream valley parkland. ■■ Continue to provide new indoor recreational facilities.

■■ Site new public facilities in close proximity to the designated centers.

The Land Use Plan Land Use Vision for the Subregion

The land use vision for Subregion 4 is a sustainable community comprising a series of strong residential neighborhoods, municipalities, and mixed-use centers. There is a variety of housing types from enclaves of mature, single-family housing to higher-density townhome and multifamily units at and near the Metro stations. The eight General

Part II: Vision and Recommendations Development Pattern—Land Use and Urban Design Element

Plan centers serve as places for moderate- to high-density mixed-use development including a variety of employment, retail, entertainment, and housing options. The centers are supported by a transportation network that emphasizes transit and pedestrian access and provides connections to the surrounding neighborhoods. The environmental envelope for the subregion is enhanced and protected to provide for a series of interconnected open spaces designed to improve stormwater management, conserve natural resources, and to act as an amenity for the community. The industrial areas are improved and buffered to minimize their visual and environmental impacts while maintaining their presence as key employment centers for the region. Together these elements will help to reinforce Subregion 4 as the heart of Prince George’s County.

Land Use Plan Guiding Principles

■■ Focus mixed-use development in the designated urban growth centers. ■■ Reinforce commercial development along main streets and in corridor nodes and regional centers. ■■ Maintain a clean, healthy business mix for stable successful industrial areas. ■■ Revitalize underutilized industrial and brownfield sites.

■■ Mitigate adverse environmental impacts. ■■ Reinforce, conserve, and revitalize viable neighborhood/community associations.

■■ Increase choices in senior, workforce, and affordable housing types.

■■ Focus high-density residential development in centers and corridor nodes. ■■ Establish community gateways.

Throughout the Subregion 4 planning process, the General Plan goals, policies, and strategies were considered and applied wherever appropriate. Additional goals, policies, and strategies were developed to complement and expand upon the General Plan. In addition, as the Subregion 4 Master Plan allowed a more detailed study of the area and provided a closer evaluation of the General Plan goals, it also suggests a few changes to the General Plan’s recommendations.

The Land Use Plan Summary

Overall Approach to Forming Land Use Recommendations for Subregion 4 The future land use plan proposed for Subregion 4 is a compilation of specific land use plans for a series of smaller geographic areas and zones. Specifically, the future land use plan presented in this section incorporates changes that are suggested from the proposed plans for the General Plan centers, the opportunity sites concept development plans, the Marlboro Pike Sector Plan, and additional land use changes within the living areas that aim to resolve issues of incompatible uses, economic development, and quality of life. (See Map 4-2 on page 61.)

DEVELOPMENT PATTERN

The land use plan for Subregion 4 is built upon the following key guiding land use principles that emerged from the community’s input and professional analysis made during the public planning process:

General Recommendations

Specifically, the plans that contributed to the development of the proposed land use plan are: ■■ Proposed land use plans and conceptual regulating plans for each of the eight designated centers:

◊ ◊ ◊ ◊ ◊ ◊ ◊

New Carrollton Metro Metropolitan Center Landover Metro Regional Center

Morgan Boulevard Metro Regional Center Landover Gateway Regional Center

Cheverly Metro Community Center

Capitol Heights Metro Community Center Addison Road–Seat Pleasant Metro Community Center

◊ Suitland Metro Community Center.

Approved Subregion 4 Master Plan and Sectional Map Amendment

■■ 2009 Approved Marlboro Pike Sector Plan and Sectional Map Amendment.

■■ Proposed land use plan for the 2007 Transit Oriented Development Development Strategy for the Central Avenue Corridor. ■■ Proposed land uses for the remaining areas in each of the six designated living and industrialized areas.

■■ Proposed detailed land use for nine identified opportunity sites.

Policies and Strategies

The following land use policies and strategies are proposed:

Policy 1

Offer a well-balanced mix of housing options for all age groups in a range of price points.

Strategies

■■ Focus high-density residential in the centers.

■■ Conserve single-family detached residential in current single-family residential areas.

■■ Develop medium-density, single-family attached residential (townhomes) as a transitional use between the mixed-use centers and existing surrounding single-family residential communities. ■■ Rezone land in appropriate locations for residential development opportunities.

■■ Provide for a mix of housing opportunities in the subregion.

Policy 2

Establish an adequate supply and clear hierarchy of neighborhood, regional, and transit-oriented commercial centers to serve the Subregion 4 area and its surrounding edge communities.

Strategies

■■ Focus high-density, mixed-use, commercial and residential development within the General Plan centers. ■■ Convert current concentrations of commercial uses outside of the centers and along key corridors to mixed-use development nodes.

■■ Develop a community level “village center” or node to support the southeastern portion of the subregion. ■■ Discourage strip commercial development in favor of “main street” revitalization, mixed-use nodes, and centers.

Policy 3

Heighten the image and attraction of the industrialized areas of Subregion 4 to attract a higher quality of light industrial, research and development, and business park uses, offering expanded employment opportunities for residents of Prince George’s County and the region.

Strategies

■■ Encourage the relocation of heavy industrial and industrial areas with negative environmental impacts within Subregion 4 away from existing residential uses. ■■ Strengthen buffer requirements for industrial uses adjacent to nonindustrial uses.

■■ Establish development standards design guidelines for the industrialized areas to improve the image and character of employment zones in the subregion.

Policy 4

Focus redevelopment and economic development resources to underutilized areas that have the greatest need and potential for optimal reuse or infill development.

Strategies

■■ Encourage redevelopment and infill in existing and planned development areas. ■■ Provide land in locations that have been identified for growth and expansion of economic development opportunities.

■■ Respond to the market opportunities and challenges by designating appropriate land uses at viable locations for residential, commercial, and employment uses.

Policy 5

Establish a clear hierarchy of open spaces for Subregion 4 that reinforces the natural corridors of the Green Infrastructure Plan, while also providing for a series of new, public or private urban parks

Part II: Vision and Recommendations Development Pattern—Land Use and Urban Design Element

Map 4-2: Proposed Generalized Land Use and Community Design Framework Concept

DEVELOPMENT PATTERN

Approved Subregion 4 Master Plan and Sectional Map Amendment

Map 4-3: Proposed Land Use Plan

Part II: Vision and Recommendations Development Pattern—Land Use and Urban Design Element

and recreation spaces incorporated within new development initiatives.

Strategies

■■ Prioritize redevelopment and infill development in existing and planned development areas over “green field” development.

■■ Retain medium-density land uses with adequate urban parks and open space in transition areas between the centers and the existing singlefamily residential neighborhoods. ■■ Designate appropriate land uses and encourage compatibility in areas with high aircraft accident potential and high noise levels. Conserve valuable natural resource lands to connect gaps in the county’s Green Infrastructure Plan within Subregion 4 before they are compromised by additional development.

Proposed Land Use Plan

Goals

A number of goals were set through the public participation process.

Overall Subregion Goal

■■ To designate compatible land uses on existing undeveloped sites that are compatible with surrounding land use development patterns.

Mixed-Use Center and Corridor Node Goals ■■ To establish a hierarchy of land use patterns for development that reflects the “metropolitan,

■■ To reinforce the development and success of the growth centers by promoting the development of mixed-use activities within a half-mile of the Metro stations.

Commercial/Retail Goals

■■ To develop a hierarchy of commercial-serving areas that is balanced with local resident, transit rider, regional, and through-traffic needs. ■■ To establish a higher design standard for commercial development and a wider variety and higher quality of businesses throughout the area.

Institutional Goals

■■ To encourage and facilitate the development of additional higher education, technical training, and workforce development institutions within Subregion 4.

DEVELOPMENT PATTERN

The proposed land use plan for Subregion 4 suggests a carefully balanced approach that respects and implements the suggested goals of the General Plan regarding an increased focus of development within the urban growth centers and corridor nodes, while continuing to maintain the quality of life in the neighborhoods, selected neighborhoodserving commercial centers, and the supporting industrial/employment base in the subregion. The detailed land use recommendations highlighted in this section are intended to encourage and provide equal opportunity for improved redevelopment or new development within each of the identified centers, corridors, living areas, and industrial areas. Map 4-3 on page 62 illustrates the proposed land uses for Subregion 4.

regional, community center” roles that each General Plan center is meant to serve.

■■ To direct public and private institutional uses to designated institutional areas to limit the impact on the existing tax base.

Mixed-Use Residential and Mixed-Use Commercial Goals

■■ To reinforce the sustainability of the municipalities by promoting the development of commercial/mixed-use projects and public realm enhancements that improve the quality of life and generate tax income within and immediately surrounding the municipalities. ■■ To attract higher quality uses to the area that meet community needs or provide a new opportunity for the area.

Residential Goals

■■ To gradually redevelop the low-density residential lands within Subregion 4 that have greater potential for medium-density residential development given their proximity to centers, corridors, or other living area opportunity sites. ■■ To develop future land use patterns that establish appropriate development density transitions between centers and single-family residential areas.

Approved Subregion 4 Master Plan and Sectional Map Amendment

■■ To provide greater housing opportunities for residents to age in place within Subregion 4.

■■ To establish a more dense land use development pattern for previously developed residential areas, with suburban densities and designs, within close proximity (one mile) of a center.

Parks and Open Space

■■ To encourage an environmentally sensitive approach to future development that restores and preserves open space while supporting the county’s environmental and sustainability goals. ■■ To develop and implement urban squares, plazas, and neighborhood parks in the centers along with other appropriate locations in corridor nodes while acquiring properties that connect to existing parks and open space.

■■ To encourage the inclusion of public and private open space both for human recreation and the support of wildlife as a part of future development.

Policies and Strategies

Outlined below are the recommended policies and strategies for guiding land use and development in the subregion. The sites identified under the strategies below will serve as pilot projects and catalysts for continued change in the subregion. As these initiatives are completed, additional strategies and sites may be identified for land use redevelopment and urban design improvements.

Policy 1

Focus new, higher-density, mixed-use development to the eight General Plan centers and various corridor nodes.

Strategies

■■ Focus mixed-use development to the area within one-half mile of the following opportunity sites and centers:

◊ Future FedEx Field parking lot site infill redevelopment (Zone 1)

◊ Marblewood Avenue/Cedar Heights industrial area (Zone 2)

◊ Suitland Manor, Morgan Boulevard, and Central Avenue sites (Zone 3)

■■ Encourage Central Avenue and Marlboro Pike commercial corridor node development.

◊ Hill Road node (Zone 1) ◊ Capitol Heights and Addison Road “Main Street” corridor character (Zone 2)

◊ Marlboro Pike commercial corridor node

development at Boons Hill Road, Brooks Drive, Silver Hill Road and Old Silver Hill Road area, Donnell Drive area (Zone 3)

■■ Focus office development in the following centers:

◊ New Carrollton Metro, Metro East Office Park, and Landover Metro sites (Zone 1)

◊ Capitol Heights and Addison Road–Seat Pleasant Metro centers (Zone 2)

◊ Suitland Metro center along Silver Hill Road (Zone 3)

■■ Focus high-density condominium and apartment living ino the following centers:

◊ Morgan Boulevard Metro, Landover

Gateway, and Landover Metro (Zone 1)

◊ Capitol Heights Metro and Addison Road– Seat Pleasant Metro (Zone 2)

◊ Suitland Metro along Silver Hill Road (Zone 3)

■■ Direct commercial/retail development to the following centers:

◊ Morgan Boulevard Metro, Landover

Gateway, and Landover Metro (Zone 1)

◊ Capitol Heights Metro and Addison Road– Seat Pleasant Metro (Zone 2)

◊ Suitland Metro along Silver Hill Road and Suitland Road (Zone 3)

■■ Direct development in the northeast of Subregion 4 to establish the area as the “heart of Prince George’s.”

◊ Landover Gateway Center, Largo Town

Center, FedEx Field, and Morgan Boulevard Metro center, and the role of the potential extension of the Purple transit line serving the area (Zone 1)

Part II: Vision and Recommendations Development Pattern—Land Use and Urban Design Element

Policy 2 Promote and enhance commercial uses to serve the neighborhoods while also encouraging a safe shopping, working, and living environment within the subregion.

Strategies

■■ Preserve and strengthen neighborhood-serving commercial uses in selected shopping nodes and in main street areas.

◊ Martin Luther King Jr Highway within the Fairmount Heights and Seat Pleasant Area (Zone 1)

◊ Capitol Heights and Addison Road-Seat

Pleasant Metros; Walker Mill Road Shopping Center; Martin Luther King Jr Highway/Seat Pleasant “Main Street,” Old Central Avenue “Main Street” revitalizations (Zone 2) Village Park Mall, Walker Mill Village Shopping Center, and the Marlboro Pike corridor (Zone 3)

■■ Limit mixed-use zones outside of the centers.

◊ Central Avenue frontage east of Morgan

Boulevard, Martin Luther King Jr Highway corridor overlays at Glenarden, Sheriff Road crossing and Seat Pleasant (Zone 1)

◊ Martin Luther King Jr Highway corridor, Walker Mill/Addison Road mixed-use, Marblewood Avenue/Cedar Heights industrial area (Zone 2)

Policy 3

Encourage institutional uses to locate in appropriate neighborhood areas.

Strategies

■■ Locate future institutional uses in the following areas:

◊ Designate a portion of the Summerfield

Military Housing site for a public institutional use such as a community college (Zone 1)

◊ Designate additional sites for institutional uses. On underutilized sites, for example, surrounding the City of Glenarden

◊ Designate additional sites for future institutional uses:

¶¶On the west corner of the Walker Mill

Road and Silver Hill Road intersection. This vacant site is very prominent and can support future redevelopment.

¶¶At the current Fairmount Heights High

School site, after a new school has been built near Kentland Community Park and Columbia Park Road (Zone 2)

■■ Encourage religious institutions to locate to residential or institutional land use areas, rather than commercial or industrial sites, to preserve the subregion’s tax base.

■■ Public institutions and places of worship should be encouraged to locate within proposed mixed-use areas.

DEVELOPMENT PATTERN

◊ Suitland and Silver Hill Roads, Forest

Municipal Building, or sites adjacent to the Jericho City of Praise campus along Brightseat Road (Zone 1)

■■ Discourage additional churches from locating in business parks and commercial areas. ■■ Designate key open space or undeveloped parcels for needed schools and county/ municipal facilities that have the potential to connect gaps in the green infrastructure network for Subregion 4. ■■ Develop additional schools and colocated recreation facilities in underserved areas.

■■ Support construction of a new Fairmount Heights High School on Columbia Park Road, south of Kentland Park (Zone 1).

■■ Encourage the use of urban school models for development of future school facilities as part of centers, corridor nodes, or identified opportunity sites, including the Summerfield Military Housing site. ■■ Encourage further study of the reuse of the existing Fairmount Heights High School site as a community amenity or public facility, such as a new elementary or middle school, senior housing, or a community center.

Policy 4

Support additional sites for lower-density, villagescale, mixed-use commercial development outside of the centers in areas where existing freestanding, Approved Subregion 4 Master Plan and Sectional Map Amendment

underutilized commercial uses are struggling and could redevelop to better serve the surrounding neighborhoods.

Strategies

■■ Designate additional frontage parcels in the Ritchie Commerce Center along the Central Avenue Corridor between the Morgan Boulevard Metro center and Brightseat Road for mixed-use commercial (Zone 1).

■■ Designate selected parcels along the Sheriff Road frontage between Eastern Avenue and North Addison Road for mixed-use commercial. This initiative is intended to help spark tax-producing redevelopment for the Town of Fairmount Heights (Zone 2).

■■ Designate selected parcels surrounding or near the intersection of Martin Luther King Jr Highway and Sheriff Road for mixed-use commercial. This area would be considered a mixed-use node if Martin Luther King Jr Highway is designated as a corridor in the future (Zone 2). ■■ Designate the west end of the Marlboro Pike corridor at Eastern Avenue for mixed-use commercial as an initiative of the Marlboro Pike Sector Plan (Zone 2).

■■ Support an additional mixed-use area to serve the southeast portion of the subregion at the Donnell Drive area (Forest Park Mall and Penn-Mar Shopping Center) (Zone 3).

Policy 5

Support additional sites for lower-density, villagescale, mixed-use residential development outside of the centers in areas where existing freestanding, underutilized commercial or industrial uses are struggling or in conflict with neighboring residential areas.

Strategies

■■ Designate the FedEx Field parking lot sites for mixed-use residential to continue mixed-used development between the Landover Gateway Center and the Morgan Boulevard Metro center (Zone 1). ■■ Designate the area surrounding the northeast side of the Walker Mill Village Shopping Center for mixed-use residential (Zone 2).

■■ Designate portions of the Marblewood Road and Cedar Heights Industrial Park area for mixed-use residential (Zone 2).

■■ Designate three locations along the Marlboro Pike corridor for mixed-use residential as an initiative of the Marlboro Pike Sector Plan (Zone 2). ■■ Designate two locations along the Marlboro Pike corridor for mixed-use residential as an initiative of the Marlboro Pike Sector Plan (Zone 3).

■■ Designate the Donnell Drive corridor area for mixed-use residential focusing on infill development or redevelopment of the Forest Village Park Mall and the Penn-Mar Shopping Center for a mixed-use village environment (Zone 3).

■■ Designate the Suitland Road frontage parcels on the north side between Huron Avenue and Arnold Road for mixed-use residential, building upon the planned redevelopment of Suitland Manor and the Suitland Metro center (Zone 3).

Policy 6

Conserve existing older neighborhoods. (See the Housing and Neighborhood Conservation Chapter.)

Strategies

■■ Focus revitalization and residential redevelopment efforts in Zone 1 on the Glenarden, Kentland, Palmer Park, and Columbia Park neighborhoods.

■■ Focus revitalization and residential redevelopment efforts in Zone 2 on the Fairmount Heights, Cheverly Ward 4, Chapel Oaks, Seat Pleasant, Pepper Mill Village, Capitol Heights, and Boulevard Heights neighborhoods.

■■ Focus revitalization and residential redevelopment efforts in Zone 3 in the Suitland, District Heights, and Forestville neighborhoods.

Policy 7

Support additional sites for medium- to highdensity residential to serve as transitional property between higher and lower density residential

Part II: Vision and Recommendations Development Pattern—Land Use and Urban Design Element

neighborhoods, commercial and industrial areas, and mixed-use areas.

Strategies

■■ Designate the following undeveloped sites for medium- to high-density residential to serve as transitional sites:

◊ Landover Road between Brightseat Road and Matthew Henson Avenue (Zone 1)

◊ Hill Road at Seat Pleasant Drive (Zone 2) ◊ Along Rollins Avenue (Zone 2) ◊ Addison Road along the current Walker Mill Business Park (Zone 2)

■■ Increase density in the following low- or medium-density areas to medium- to highdensity residential:

◊ The low-density residential areas along the ◊ The south side of the Capitol Heights and

Addison Road–Seat Pleasant Metro centers between Suffolk Avenue and Rollins Avenue (Zone 2)

■■ Designate the remnant industrial sites located within predominantly residential areas for medium- to high-density residential, such as:

◊ The remaining industrial areas between the Morgan Boulevard center boundary and north side of Walker Mill Regional Park (Zone 1)

◊ The industrial sites south of the Orange Line Metro (Zone 2)

Policy 8

Reassign isolated commercial parcels that are no longer economically viable as neighborhoodserving commercial clusters to medium or medium-high residential land use.

Strategies

■■ Designate Martin Luther King Jr Highway commercial uses between Hubbard Road and Dellwood Avenue for future residential medium-high density uses (Zone 1).

■■ Designate the area surrounding Martin Luther King Jr Highway and Columbia Park Road for

■■ Designate the parcels on the south side of Sheriff Road frontage between the Cedar Heights Community Center and Hill Road for future residential medium-high density uses (Zone 2).

Policy 9

Reassign the land use designation for current high-density residential areas that are isolated from corridor nodes or centers and suggested for a future reduction to medium- to high-density residential.

Strategy

■■ Designate the following high-density residential communities to medium-high density residential:

◊ The Glenarden Apartments, Maple Ridge

Apartments, and Kings Court Apartments (Zone 1)

DEVELOPMENT PATTERN

northern portions of Brightseat Road (Zone 1)

future residential medium-high density uses (Zone 1).

◊ The multifamily apartment redevelopment at Pennsylvania Avenue and Eastern Avenue (Zone 2)

◊ The larger, isolated, high-density apartment

complexes surrounding Pennsylvania Avenue (Zone 3)

◊ The multifamily apartments along

Pennsylvania Avenue between Regency Drive and Walters Lane (Zone 3)

Policy 10

Limit future residential development in the living areas to single-family, townhome, and low-rise, multifamily development only.

Strategy

■■ Designate the following communities to medium-density residential land use:

◊ Kings Court Apartments redevelopment (Zone 1)

◊ Portions of FedEx Field site (Zone 1) ◊ Glenarden sites near Martin Luther King Jr Highway (Zone 1)

◊ Single-family development between Capitol Heights and Addison Road–Seat Pleasant Metro (Zone 2)

Approved Subregion 4 Master Plan and Sectional Map Amendment

◊ Addison Road medium-density residential (Zone 2)

◊ Apartment complex redevelopment for

medium-density residential in Seat Pleasant and Fairmount Heights (Zone 2)

Policy 11

Reassign commercial corridor areas that have outlived their useful lifespan to residential use.

Strategy

■■ Designate the following communities to medium-density residential land use:

◊ Martin Luther King Jr Highway at

Glenarden, Landover Crossing Shopping Center, industrial and commercial edge along north side of Walker Mill Regional Park expansion (Zone 1)

◊ Walter Lane commercial (7-Eleven) site (Zone 3)

◊ Marlboro Pike commercial properties

between Foyer and Opus Avenues, Marlboro Pike commercial properties between Upland Avenue and Xavier Lane, Suitland Road commercial properties east of Silver Hill Road (Zone 3)

Policy 12

Limit high-density residential development to designated mixed-use centers, mixed-use corridor nodes, and selected opportunity sites.

Strategies

■■ Support the development of new high-density residential projects only at the following locations:

◊ New Carrollton Metro center, Landover

Metro center, Landover Gateway center, and the Morgan Boulevard Metro center redevelopment initiatives (Zone 1)

◊ Future FedEx Field parking lot sites redevelopment concept (Zone 2)

◊ Capitol Heights Metro center, Addison Road–Seat Pleasant Metro center redevelopment initiatives (Zone 2)

◊ Suitland Metro center redevelopment initiative (Zone 3)

◊ Future Donnell Drive corridor

redevelopment for a neighborhood mixeduse village development concept (Zone 3)

Policy 13

Conserve valuable natural resource lands to connect gaps in the county’s Green Infrastructure Plan within Subregion 4 before they are compromised by additional development.

Strategies

■■ Review the potential acquisition of four acres of land adjacent to Columbia Park Community Center on Martin Luther King Jr Highway (Zone 1). ■■ Redesign underutilized open space at Kenmore Middle and Elementary Schools for use as active open space (Zone 1). ■■ Review the potential acquisition of 18 acres north of Central Avenue and six acres adjacent to the J. Franklin Bourne Aquatic Center on Martin Luther King Jr Highway (Zone 2).

■■ Review the potential acquisition of 27 acres connecting Rollins Avenue Neighborhood Park and Capitol Heights Neighborhood Park (Zone 2).

■■ Review the potential acquisition of an additional 30 acres on Rollins Avenue (Zone 2). ■■ Review the potential acquisition of four acres adjacent to Booker T. Homes Neighborhood Park (Zone 2).

■■ Review the potential acquisition of 13 acres adjacent to William Beanes Community Park on Suitland Road (Zone 3). ■■ Redesign the underutilized open space at Forestville Military Academy into Forestville Community Park (Zone 3).

Policy 14

Reestablish the greenway network by redeveloping key sites along greenway corridors.

Strategies

■■ Ensure that any site plan submissions for redevelopment include connecting to or reestablishing the greenway corridor on the following sites.

Part II: Vision and Recommendations Development Pattern—Land Use and Urban Design Element

Zone 1 ◊ FedEx Field site

◊ ◊ ◊ ◊

Summerfield military housing site Kings Court Apartments Landover Metro Station Beaver Dam Creek

Zone 2 ◊ Cabin Branch Greenway

◊ Beaver Dam Creek Greenway ◊ The greenway adjacent to Walker Mill Business Park

Zone 3 ◊ Apartment complexes between Cricket Ridge neighborhood and Suitland Community Center and Elementary School

Policy 15

DEVELOPMENT PATTERN

Establish additional open space/recreational resources at Walker Mill Business Park.

Strategy

■■ Develop an active recreation park at Rochelle Avenue and Hazelwood Drive, landfill reclamation, capping, and open space use with afforestation (Zone 2).

Approved Subregion 4 Master Plan and Sectional Map Amendment

Chapter

Living Areas and Industrial Centers

S U B R E G I O N

4 M A S T E R

Living Areas

Subregion 4 has approximately 29 square miles of land area in the central portion of Prince George’s County. For planning purposes, the subregion was organized into six living areas (see Map 5-1 on page 72). Living areas are primarily residential with various types of housing. Other uses within living areas include public and quasi-public facilities, parks and open space, and commercial development. These uses (e.g., fire stations, libraries, parks, local shopping centers) serve local public facility and convenience needs within the residential areas.

P L A N

The living areas include approximately 132,000 residents in 47,500 households. The six living areas in Subregion 4 were grouped into three zones to help organize the public input process and to acknowledge the distinct character areas within the subregion. A significant number of Subregion 4 residents rely on municipalities to play an important role in Approved Subregion 4 Master Plan and Sectional Map Amendment

LIVING AREAS

Introduction

Map 5-1: Subregion 4 Living Areas A-F, Planning Zones, and Corresponding Industrial Properties

steadily increased in Subregion 4 by ten to 25 percent from the first quarter of 2007 through the third quarter of 2008. The existing industrial developments in Subregion 4 along US 50 and I-495 will likely continue to thrive into the future. However, it will be important to develop transition and integration strategies for the industrial areas at or near the General Plan centers. This is relevant at the Cheverly, Landover, and New Carrollton Metro centers where industrial uses could potentially come in conflict with transit-oriented developments.

Living Areas A & C (Zone 1) Existing Conditions

providing essential services. There are six municipalities located within Subregion 4: Glenarden, Cheverly, Fairmount Heights, Capitol Heights, Seat Pleasant, and District Heights. In both plan making and the regulatory process, the municipalities play a critical role in the implementation of planning and zoning policies. Close cooperation and coordination between the municipalities, county government, and the Prince George’s County Planning Department in implementation efforts are critical for measurable success. For this reason, officials, staff, and residents from each of the municipalities were invited to participate in the public planning process.

Industrial Centers

The Subregion 4 industrial centers are currently stable despite recent economic and fiscal fluctuations. Unlike the commercial and residential markets, industrial property owners have not seen a sharp decline in demand. Vacancy rates in the subregion remain stable, ranging from five to 15 percent depending on the location. In addition, rental rates

Part II: Visions and Recommendations Living Areas and Industrial Centers

Living Area A is generally defined as the northeastern portion of Subregion 4 delineated by the Ardwick–Ardmore Industrial area and US 50 to the north, I-495 to the east, Sheriff Road to the south, and the Kentland Community Center Park and South Columbia Community Park to the west. Over half of the City of Glenarden’s incorporated limits are included in Living Area A. Three of the General Plan centers (New Carrollton Metro, Landover Metro, and Landover Gateway) border with Living Area A, which has approximately 3.4 square miles of land area. Living Area C is immediately to the south of Living Area A and is bordered from Sheriff Road to the north, Central Avenue to the south, the Jericho Campus and Brightseat Road to the east, and Hill Road and the National Harmony Cemetery to the west. The Washington Redskins’ FedEx Field and the Morgan Boulevard Metro center are included within Living Area C and attract activity in the area. Living Area C has roughly 2.5 square miles of land area. For the purpose of the Subregion 4 Master Plan, Living Areas A and C along with the adjoining industrial areas that extend all the way to I-95/I-495 to the east and US 50 to the north are combined and encompass Zone 1.

Map 5-2: Living Area A

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Community Landmark Living Area Boundary Approved Subregion 4 Master Plan and Sectional Map Amendment

Map 5-3: Living Area C

Living Area C

Prince George’s Sports & Learning Complex

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Part II: Visions and Recommendations Living Areas and Industrial Centers

Community Landmark Living Area Boundary

1/4 mi.

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Municipalities

females there were 79.9 males. For every 100 females age 18 and over, there were 68.7 males.

Glenarden residents enjoy quiet neighborhoods populated by long-time residents. A significant number of residents have resided in the city for 20 years or longer. Many of these residents are considered to be aging in place. Although this has enabled the city to remain fairly stable for a long period of time, it may also mean that over the next 10 to 20 years the city will experience transition among its older households and within what are now stable neighborhoods. The community is also the location of two large affordable housing developments. The impact that the Glenarden Apartments is having on the area is also a major concern. The apartment complex consists primarily of lower-income households. It is generally believed that residents of the complex contribute to drug use and crime in the area.

The median income for a household in the city was $44,583, and the median income for a family was $45,932. Males had a median income of $37,961 versus $32,953 for females. The per capita income for the city was $18,578. About 15.9 percent of families and 15.6 percent of the total population were below the poverty line. Of those percentages, 25.0 percent were under the age 18 and 7.5 percent were 65 years old or over.

City of Glenarden

Of the 2,078 households, 41.5 percent had children under the age of 18 living with them, 37.9 percent were married couples living together, 36.7 percent had a female head of household with no husband present, and 19.9 percent were nonfamilies. Individuals made up 17.7 percent of all households, and 5.0 percent had someone living alone who was 65 years of age or older. The average household size was 3.04 and the average family size was 3.39 persons. In the City of Glenarden, the age groups of the residents were spread out with 35.6 percent under the age of 18, 7.8 percent from the ages of 18 to 24, 27.0 percent from 25 to 44, 20.0 percent from 45 to 64, and 9.6 percent who were 65 years of age or older. The median age was 31 years. For every 100

Glenarden is significant as an early-twentieth century suburban community established as a result of the development of the Washington, Baltimore, and Annapolis (WB&A) Electric Railway in 1908. In February 1910, William R. Smith of Washington, D.C., purchased 78 acres of land on the WB&A line between Lincoln and Ardwick Station. Later that year, Smith purchased an additional 76.3-acre parcel of land along the WB&A line from the estate of Ann H. Bowie. In 1911, the larger parcel was platted as Glenarden Heights; in 1913, the smaller parcel was platted as Glenarden. A third parcel, across the railroad line from Glenarden, was platted as Ardwick Park in 1921, but not recorded; later, Ardwick Park was resubdivided and named Glenarden Woods. Glenarden Woods was annexed by Glenarden in the 1950s; however, the Ardwick Park area had been referred to as Glenarden from its earliest days.

LIVING AREAS

The city has a total area of 1.3 square miles. As of the 2000 census, there were 6,318 people, 2,078 households, and 1,664 families residing in the city. The population density was 4,829 people per square mile. There were 2,167 housing units at an average density of 1,656 per square mile. The racial makeup of the city was 0.85 percent white, 95.77 percent African-American, 0.36 percent Native American, 0.65 percent Asian, 0.03 percent Pacific Islander, 0.36 percent from other races, and 1.96 percent from two or more races. Hispanic and/or Latino of any race were 0.76 percent of the population.

Area History

Smith’s Glenarden Development Company marketed the community of Glenarden to AfricanAmericans. This strategy was likely due to the earlier development of two other African-American communities along the electric railway line, Lincoln and Fairmount Heights. By 1920, all but four of the 25 households in Glenarden were headed by African-Americans. In 1922, a two-room school was constructed with the assistance of the Julius Rosenwald Fund in the Ardwick Park section. That year, St. Joseph’s Catholic Church was built on a five-acre site in the same area. By the end of the 1940s, there were 51 dwellings in the district, with 25 in Glenarden, 20 in Glenarden Approved Subregion 4 Master Plan and Sectional Map Amendment

Heights, and six in Ardwick Park. The lack of amenities, such as public utilities and paved roads, likely hindered development of this suburban enclave.

1954, a recreation center was erected at Church Street and Piedmont Avenue. Members of the Glenarden Men’s Club provided the center’s playground equipment.

In 1939, through the efforts of the Glenarden Civic Association, the City of Glenarden was incorporated by an act of the Maryland General Assembly. Glenarden became the third AfricanAmerican municipality in Prince George’s County, after North Brentwood in 1925 and Fairmount Heights in 1935.

In the 1950s and 1960s, the population of Glenarden grew after the annexation of Glenarden Woods, Glenarden Apartments, and Tyrol Estates. In 1961, the population totaled 1,336.

While the town’s fortunes were rising, the WB&A Electric Railway Company was on the decline, and it ceased passenger service in 1935. Access to Washington, D.C., and other employment centers was facilitated a decade later when the Washington, Marlboro, and Annapolis Motor Lines, Inc., began offering bus service between Glenarden and Seat Pleasant. By 1950, the WB&A right-of-way had been converted into MD 704, the George Palmer Highway. That year, the population of Glenarden and Glenarden Heights totaled 491. The Palmer highway was renamed the ) in 1986. W. H. Swann, who had served as president of the Glenarden Civic Association, became the town’s first mayor in 1939. Improvements undertaken during his two-year term included the introduction of home heating and electricity, the surfacing of roads, and the establishment of a police force and a fire department. In 1943, the town hall was constructed and in 1950, a post office was constructed. In 1957, the original two-room schoolhouse was replaced with a modern facility, the Glenarden Woods Elementary School. Raymond Smith opened a barbershop on George Palmer Highway in the early 1950s. Smith recalled that a number of businesses owned by AfricanAmericans were located on the block to serve the community of Glenarden, including his barbershop, two restaurants, a dry cleaner, and a gas station. Area businessmen supported activities for the youth of the community. Smith himself supported boys’ and girls’ softball teams, a track team, and, with a number of other businessmen, a sandlot baseball team. The sandlot baseball team, named the Glenarden Braves, competed against teams from Brandywine, Pomonkey, and other areas. In

Part II: Visions and Recommendations Living Areas and Industrial Centers

By the 1960s, however, Glenarden’s older housing stock was deteriorating. With the assistance of federal funds, the Glenarden Housing Authority constructed a 90-unit public housing project in 1963. The next year, the construction of I-95/I-495, the Capital Beltway, caused the removal of all houses on Sixth Street and on the east side of Fifth Street. The semicircular streets around the Glenarden railway stop were removed circa 1965 for construction of a municipal center that replaced the first town hall. St. Joseph Catholic Church moved from its original location in Ardwick Park in 1967. The community underwent a further transformation in the mid-1970s when the town received a U.S. Department of Housing and Urban Development (HUD) Community Development Block Grant. As many as 600 households were scheduled for relocation in the 1960s and 1970s, and much of the older housing was replaced with public housing. Municipal projects completed in 1978 with the assistance of HUD funds included an expansion of the municipal center and the construction of a local branch of the county library system; both projects were designed by a Glenarden resident, architect Anthony Johns. In the final decades of the twentieth century, the population and area of Glenarden continued to grow with the assistance of further annexations. The Washington Commerce Center and Carrollton Station subdivision were annexed in 1983. In 1985, Glenarden annexed the 245-acre Royale Gardens tract on its eastern boundary. In summer 2008, construction got under way on a $500 million mixed-use development on the Royale Gardens site. Glenarden’s development can be traced in a series of historic maps. The 1914 topographic map shows the route of the WB&A Electric Railway, but the new subdivision is not named. A map in the Prince

George’s County Atlas published in 1940 shows the railroad line and a number of dwellings concentrated along Glenarden Parkway in Glenarden and Lincoln Avenue in Glenarden Heights, and a few in Ardwick Park near St. Joseph’s and on Piedmont Avenue. A highway map from 1950 shows the incorporated town of Glenarden (with gravel-surfaced roads) bordered on the west by the George Palmer Highway, now located in the earlier railroad right-of-way. A 1964 Glenarden map shows the streets within the town boundaries 50 years after the community was originally platted.

Community Character in Glenarden

A windshield survey of Glenarden was conducted in June 2008. The suburban setting of the primarily residential community is largely unchanged from the previous survey, conducted in 1999.

The street pattern is composed of a grid system east of the Martin Luther King Jr Highway and curvilinear layout in the west. There are a number of culs-de-sac, primarily in the western section. The major streets have sidewalks and curbs. Most houses in Glenarden have modest setbacks and driveways. Few buildings from the first decade of development still exist. The earliest buildings are dwellings dating from the 1920s and are either in the Colonial Revival or bungalow style. Other residential building forms in the community include “minimal traditional,” Cape Cod, ranch, and split-level. The houses display a variety of cladding materials including brick, concrete block, and aluminum and vinyl siding, with some façades containing a mix of two materials. The houses east of Brightseat Road

Glenarden Woods Elementary School is located in the northwestern section of the community, as is the Martin Luther King, Jr., Community Center. The James R. Cousins, Jr., Municipal Center and U.S. Post Office are located on the east side of Martin Luther King Jr Highway in the center section of town. Nearby, set in a park, is the Glenarden Community Center. The Glenarden Branch of the Prince George’s County Memorial Library is located on the east side of Brightseat Road at Glenarden Parkway, also in the center section. St. Joseph Catholic Church is located just east of the community on Saint Joseph’s Drive in Largo. The few commercial buildings in the community are located on Martin Luther King, Jr., Highway. Today, the City of Glenarden lacks the physical continuity of the original twentieth-century subdivisions and a consistent sense of community. This is largely due to the incursion of two major north/south thoroughfares, the demolition of older housing stock in the 1960s and 1970s, expansion through annexation of adjacent subdivisions, and alterations to the original plan caused by modern construction projects.

LIVING AREAS

Glenarden is surrounded by a wooded area, providing a strong boundary for the community. House lots also feature many tall, mature trees. The community is divided into three sections by two major north/south roads: MD 704, Martin Luther King Jr Highway on the west, and I-495 on the east (the western most border of Subregion 4). A secondary north/south thoroughfare, Brightseat Road, lies between the two. The main west/east thoroughfare is Glenarden Parkway.

are larger than those on the west. Many of the smaller houses have been expanded with additions. A majority of the houses in the City of Glenarden were constructed after the mid-1960s.

Glenarden does retain a strong physical boundary, with the borders marked by woods and few through streets spanning the city limits. A greater sense of community exists in the western section of the city, known as Glenarden Woods. In this area, no major roads cut through the site, and the higher terrain screens the Martin Luther King Jr Highway from the residential neighborhoods.

Major Land Uses Residential Land Use

The area provides a variety of housing styles that range from single-family detached in the City of Glenarden and Kent Village community, townhomes along Garrett A. Morgan Boulevard and off of Sheriff Road, and multifamily housing adjacent to Kentland Community Park, as well as close to FedEx Field. The residential development Approved Subregion 4 Master Plan and Sectional Map Amendment

of the area occurred mainly in the 1960s, but older housing stock is evident in the area that dates back to the 1940s and 1950s and exists in areas such as the single-family residential neighborhoods north of Martin Luther King Jr Highway and east of Landover Road in the Kent Village Community. The townhome development along Garrett A. Morgan Boulevard presents an example of the newest housing style in the area. The Summerfield Military Housing Community is located just south of the FedEx Field area and the redevelopment of the site is one of the major initiatives discussed in this plan.

Office, Flex, Industrial Land Use

Limited retail and commercial opportunities that service the neighborhood can be found mainly along Martin Luther King Jr Highway and Landover Road. The array of available services in the area includes a grocery store, car service-related stores, liquor stores, cleaners, hair salons and barber shops, convenience stores, and carry-out restaurants. The character of retail and commercial uses in this zone is mainly suburban and sporadic. They occur in different locations along the two main vehicular corridors and are not characterized by any common visual, design, or signage elements that would create the opportunity of establishing a hub and a stronger base. Additionally, religious institutions are evident in previously commercial buildings. The partially empty Landover Crossing Shopping Center is visible when entering Subregion 4 from the east, and Sears still remains open at the otherwise vacant and demolished site of Landover Mall.

Demographic Indicators

Retail/Commercial Land Use

Stronger commercial and mixed-use opportunities are planned in the future and will occur within or in close proximity to Zone 1, including the Morgan Boulevard and New Carrollton Metro centers, the Landover Gateway, and the Woodmore Town Center just east of I-95. Although these developments will accommodate a different style and scale of commercial and retail opportunities, there is a need to establish greater development and maintenance standards for the neighborhood commercial uses to remain viable.

Part II: Visions and Recommendations Living Areas and Industrial Centers

Extensive and viable employment industrial uses surround Zone 1 to the north and east. The accessibility and proximity of the area to the highway system provides an ideal location for office, flex (lightly zoned industrial or office space where the building provides its occupants the flexibility of utilizing the location for office or showroom space in combination with manufacturing, laboratory, warehouse, etc.), and industrial uses to occur. One-story distribution, light industrial, and office park developments are evident along ArdwickArdmore Road, Pennsy Drive, and in isolated places along Brightseat Road.

Population

Since 2000, it is estimated that Zone 1 has grown at the fastest rate (1.4 percent) of all three zones. Much of its growth (425 residents) has occurred in Living Area C, where the population has grown by 3.5 percent. This is contrasted with the 0.4 percent increase (92 residents) in Living Area A. Living Area C also has the smallest population (12,671) of any living area. Zone 1 is projected to continue its overall increase in population over the next five years at an annual pace three times greater than the previous eight years. The potential for a population increase is also more likely to occur here as Zone 1 has the lowest population density of any zone at 4,188 residents per square mile. Much of the growth is to occur in Living Area C (7.7 percent) as increased activity is expected near the Morgan Boulevard Metro Station and FedEx Field. Zone 1 has also the youngest population in comparison to the rest of the subregion. It has the largest percentage of school-aged residents (37 percent) and the smallest percentage of residents over 44 years of age (26.2 percent) among the three zones. In particular, the percentage of the population over 65 years of age in Living Area C (4.1 percent) is the lowest among all six living areas, and its population under 5 years of age is the highest (12.2 percent). In the other part of Zone 1, Living Area A has the largest percentage of 5- to 19-year olds (27.5 percent). These statistics reveal that many new families or single parents are

located here and that retail and service outlets will need to cater to this younger population. Current projections show that over the next five years, this distribution among age groups will not drastically change. Zone 1 will still have the highest percentage of school-aged residents and lowest percentage of residents at the peak of their careers or in retirement. Of the six living areas, only Living Area C has a much different racial composition than in Subregion 4. The black population in this area is eight percent lower (84.5 percent) than in the subregion, while the percentage of the white population is three times higher (9.3 percent). In addition, the percentages of the other identified races and Hispanic origin population in Living Area C, while still modest, are approximately twice as high as recorded in the subregion.

Natural Environment

The Beaverdam Creek, a primary corridor of the subregion’s green infrastructure network, runs through this area. Primary corridors include the main stems of major waterways in the region, and each receives most of the runoff from surrounding land uses. Connecting these corridors is critical to the long-term viability and preservation of the green infrastructure network and will also serve to preserve the region’s water quality. Conservation and preservation of these corridors, particularly the headwater areas, will help to improve water quality downstream.

This area also has a number of park and recreation facilities. Four community centers, eight community parks, and six neighborhood parks serve Living Areas A and C.

LIVING AREAS

There are a number of places in this area where flooding is a problem; these are typically areas that were developed before the enactment of stormwater management regulations. As a result of these problems, intense retrofitting and innovative methods are needed in Subregion 4, including Households stream bank stabilization, reduced amount of Almost 70 percent of the household growth in impervious area, increased plantings in stream bank Zone 1 has occurred in Living Area C (163 buffer areas, and coordinated efforts to improve households). Although this area has the smallest water quality. number of households (4,186), its growth rate since Circulation 2000 is the greatest at 4.1 percent. On the other hand, Living Area A has seen only modest growth, There are sidewalks on both sides along most major adding 72 households. As for projections, Living roadways in Zone 1 (Living Areas A and C), such Area C, despite its size, is expected to add the most as Brightseat Road, Landover Road, Martin Luther new households (325) by 2013. This 1.6 percent King Jr Highway, Ardwick-Ardmore Road, and annual growth rate is more than three times greater Dodge Park Road. However, there are short than any other living area. sections within some of these roadways where there are sidewalks available on only one side. Roadways Public Facilities around FedEx Field have good sidewalk coverage, This area is home to Kentland Fire Station, with clearly marked pedestrian crossings leading Glenarden Library, and Landover Police Station. Nine from parking areas to the stadium. Additional elementary schools (Columbia Park, Cora L. Rice, streets, such as 75th Avenue, Pennsy Drive, Kent Dodge Park, Glenarden Woods, John Carroll, Village Drive, and Columbia Park Avenue, have Judge Sylvania Woods, Kenmoor, Matthew sidewalks on both sides. The streets around the Henson, and William Paca), two middle schools New Carrollton Metro Station also have sidewalks. (G. James Gholson and Kenmoor), and the Bonnie F. John’s Educational Media Center are also located Strengths and Opportunities here. Economic Development ■■ The close proximity of Subregion 4 to various employment, entertainment, historic, and recreational amenities provides an ideal environment for economic growth. The industrial and office centers along the northern and eastern edges of Living Areas A and C provide for substantial areas of employment. Approved Subregion 4 Master Plan and Sectional Map Amendment

■■ FedEx Field brings thousands of visitors to the area for various entertainment activities. If the stadium remains operational, more activity may be captured through increased complementary development catering to visitors. If the contract is not renewed and the stadium is demolished, the large site possesses substantial redevelopment opportunity. ■■ There is a perception that the area is underserved by retail establishments (e.g., restaurants, pharmacies), which indicates commercial development opportunities exist along the major corridors and in existing neighborhood centers in Subregion 4. Martin Luther King Jr Highway has the potential to accommodate new commercial development.

■■ Creating high-quality residential development on vacant and infill parcels will provide greater incentive for new retailers to locate in Subregion 4. Compared with neighboring communities in the Washington metropolitan area, residential property values in Subregion 4 are more affordable. ■■ There is significant commuter traffic traversing the area that increases the retail demand on the major corridors.

Land Use and Urban Design

■■ This area has the potential to be very strong economically given that it has three designated mixed-use growth centers and one of the strongest municipalities (City of Glenarden), once Woodmore Town Center is developed and fully leased. The New Carrollton Metro, the Landover Metro, and the Landover Gateway Metro create a three center catalyst area. The Morgan Boulevard Metro area, as well as the FedEx Field area, provide additional opportunities for redevelopment at the southern portion of Zone 1. Any development and redevelopment efforts will require considerable public improvements, funding, and implementation.

■■ Glenarden is a community in transition from an aging population to younger families, which could spark a need for more open space park amenities, recreation facilities, new housing, and school expansions. Additionally, Glenarden has a number of sites available and could be considered for redevelopment with new land uses (e.g., the

Part II: Visions and Recommendations Living Areas and Industrial Centers

Martin Luther King, Jr. Community Center site could be used for residential infill).

■■ Living Area C is still emerging from its agricultural roots to its status as the newest mixed-use living area, which focuses on entertainment. It has the potential to be shaped as a unique living environment within Subregion 4.

■■ The Summerfield Military Housing located in Living Area C should be considered for redevelopment in the broader context of both the Morgan Boulevard Metro center and the potential future reuse of the FedEx Field parking lots. ■■ The FedEx Field site presents an opportunity for a sports-oriented, mixed-use village surrounding the stadium.

■■ With the endorsement, funding, and implementation of an extension of the light rail transit Purple Line, an opportunity exists to plan and develop in order to optimize the area in the future.

Housing and Neighborhoods

■■ Positive qualities that were cited included affordable housing, quiet atmosphere of established neighborhood areas, stability of long-term residents, and new housing opportunities as represented through developments on Garrett A. Morgan Boulevard (Camden Summerfield and Victory Promenade). ■■ The close proximity to the Morgan Boulevard Metro Station and Landover Gateway are important catalyst sites to build on and attract neighborhood reinvestment.

■■ The City of Glenarden has a relatively stable housing stock with vacant land suitable for new residential development opportunities. Although the existing housing stock is aging, the neighborhoods are well maintained and attractive places to live for long-time residents and first-time home buyers.

Environmental Resources

■■ The three categories of the green infrastructure plan (regulated areas, evaluation areas, and network gaps) provide a framework to preserve and enhance environmental quality.

■■ The evaluation areas and network gaps can serve as the basis for a stream valley greenway and trail system.

Parks and Public Facilities

■■ Older parks can be renovated and upgraded to accommodate changing recreation demands in established neighborhoods.

■■ Subregion 4 has 15 undeveloped parks that can be improved with amenities, providing a green space for local residents. ■■ Subregion 4 has a considerable share of the county’s excess public school capacity. Zone 1 has 32 percent available capacity at the nine elementary schools and 19 percent available capacity at its two middle schools.

Historic Resources

■■ The historic community of Glenarden is significant as an early twentieth-century suburban community that was established as a result of development of the WB&A Electric Railway in 1908. ■■ The Webb-Brown House is a historic site.

■■ Two properties in Living Areas A and C are designated on the National Register: Beall’s Pleasure and Ridgely Church and Cemetery.

Transportation

■■ There is an opportunity to extend the proposed Purple Line light rail to service Landover Gateway and other proposed redevelopment areas. ■■ Transit-oriented development at the General Plan centers can reduce the number of vehicle trips in the area and provide opportunities to expand and connect the pedestrian and bicycle network.

■■ The three Metro stations in Living Areas A and C provide easy transit access to residents. ■■ The roadway system in Living Areas A and C facilitates connection to I-95/I-495 and US 50.

Economic Development

■■ The number and condition of businesses are viewed as undesirable by local residents. There is also a lack of variety and presence in retail and service businesses offering necessary/staple goods. Any economic growth or development in Subregion 4 needs to correspond with the changing demographics.

■■ Businesses operating on industrial parcels/sites negatively impact nearby surrounding areas with traffic and noise, resulting in decreased potential for new development. ■■ Established or planned retail and employment centers in neighboring areas directly compete with the potential for new development to occur in Subregion 4.

■■ The largely vacant Summerfield Military Housing site—and its unknown future use— have a negative impact on new investment in the area.

Land Use and Urban Design

■■ The lack of transition in land use between the residential and industrial areas impacts both quality of life and industrial function.

LIVING AREAS

■■ Two documented properties exist in Living Areas A and C: The Glenarden Rosenwald School and National Harmony Memorial Park.

Issues and Challenges

■■ The Martin Luther King, Jr. Community Center and Park is in disrepair and not currently in use. This is just one example of the smaller (one room) community centers and recreation facilities that need to be expanded, renovated, or improved in the subregion.

■■ There are a number of very large rental apartment complexes dating back to the mid1960s and 1970s that dominate the land use in Glenarden, Living Area A, and the larger subregion. Although diversity of housing options is desired, the different housing types offered are not currently integrated. Apartment complexes stand gated and disconnected from the rest of the living areas, which creates a negative perception of the area.

■■ Residents have stated that FedEx Field has a negative impact on adjacent communities, bringing in too many people from outside of the

Approved Subregion 4 Master Plan and Sectional Map Amendment

Housing and Neighborhoods

■■ The noise levels generated by the railroad and highways are having a negative impact on adjacent residential areas.

■■ One of the primary challenges cited in the stakeholders’ workshop was the encroachment of the industrial area and other nonconforming uses into established residential Living Area A.

■■ Many of the existing buildings and homes are not energy-efficient.

community without improved access or beautified environs to mitigate the impacts.

■■ Living Area C includes the Morgan Boulevard Metro Station and new higher-density housing located adjacent to the station. Existing residents of the older neighborhoods nearby are concerned by the way in which new development relates to the existing residential areas.

■■ The uncertainty of the Summerfield Military Housing development in Living Area C is a critical residential factor within this living area. Residents do not want vacant homes reoccupied as another concentration of lowerincome households. Most stakeholders want the site to be mixed-income housing with a strong management component.

■■ Living Area C lacks the defining residential neighborhood character that existed prior to the development of FedEx Field. During the public engagement process, residents expressed their hope and desire for this plan to serve as a tool to re-establish neighborhood character and achieve more mixed-income developments.

Environmental Resources

■■ Land uses and development have been established in floodplains, high water tables, wet soils, and steep slope areas, with consequential occurrence of flooding, drainage problems, and the deterioration of buildings and properties.

■■ The problems of floodplain construction, poor drainage patterns, and stream valleys that produce runoff and flooding, particularly in the Beaver Dam Creek and Cabin Branch areas and also in Deanwood Park, require specific and immediate attention.

■■ The conservation of natural ecological features, such as steep slopes, stream valleys, and wooded topography, is of primary importance, particularly in the Hill Road community. ■■ Buffer strips are needed between incompatible land uses in living areas.

Part II: Visions and Recommendations Living Areas and Industrial Centers

■■ High levels of nighttime lighting are having a negative impact on adjacent residential areas.

Parks and Public Facilities

■■ The area lacks adequate parks and open space to serve the present and forecasted population.

Transportation

■■ Heavy commuter traffic on major thoroughfares cuts through the communities of Subregion 4. The volume of traffic creates congestion during rush hour on Martin Luther King Jr Highway, Landover Road, and Central Avenue.

■■ There is an insufficient number of roadways that travel north/south through the communities.

■■ The sidewalk network is incomplete. Many roadways either have no sidewalks or the existing sidewalks are too narrow.

■■ Traffic from events at FedEx Field impedes local traffic moving through the neighborhoods and residents accessing their homes.

Recommendations

Land Use and Community Design ■■ Preserve and expand industrial land use wherever possible along the northern and eastern perimeter of the subregion.

◊ Action Site: Ardwick-Ardmore industrial area.

■■ Reassign remnant residential land use parcels adjacent to employment parcels if the residential land is blighted, vacant, or underutilized.

◊ Action Site: Ardwick-Ardmore industrial area.

■■ Reassign isolated commercial parcels that are no longer economically viable as neighborhoodserving commercial clusters.

◊ Action Sites: Martin Luther King Jr

Highway commercial uses between Hubbard Road and Dellwood Avenue, Kent Village Shopping Center.

■■ Encourage Central Avenue and Marlboro Pike commercial corridor node/cluster development. ■■ Direct office development to the centers.

◊ Action Sites: New Carrollton Metro, Metro

East Office Park, and Landover Metro sites.

■■ Focus high-density condominium and apartment living to the centers.

◊ Action Sites: Morgan Boulevard Metro, Landover Gateway, Landover Metro.

■■ Direct commercial/retail development to the centers.

◊ Action Sites: Morgan Boulevard Metro, Landover Gateway, Landover Metro.

■■ Relocate industrial properties from the centers.

◊ Action Sites: Landover Metro area between Landover Road and Pennsy Drive, Morgan Boulevard Metro, south side of Central Avenue.

■■ Site new schools and co-locate recreation facilities in underserved areas.

◊ Action Sites: New school facility on Columbia

Park Road at Kentland Park; potential for additional urban school models as part of centers, nodes, or new opportunity sites (possibly Summerfield military housing site).

■■ Reestablish the green infrastructure network by redeveloping key sites along greenway corridors. military housing site, Kings Court Apartments, Landover Metro, Beaverdam Creek.

■■ Expand or build new schools and community centers along the greenway corridors at key roadway crossings.

■■ Steer churches/religious institutions to residential or institutional land use/zoning areas, rather than commercial or industrial sites to keep from losing additional tax base.

◊ Action Sites: Storefront churches on Martin

Luther King Jr Highway, churches in Washington Commerce Center, large church in old retail building on Martin Luther King Jr Highway.

■■ Preserve and conserve existing older neighborhoods.

◊ Action Sites: Glenarden neighborhoods,

Kentland neighborhood, Palmer Park neighborhood, Columbia Park neighborhood.

◊ Action Sites: King Court Apartments

redevelopment, portions of FedEx Field site, Glenarden sites near Martin Luther King Jr Highway.

■■ Preserve and strengthen commercial uses in growth centers, shopping nodes, and main street areas. ■■ Develop mixed-use development within onehalf mile of the General Plan centers.

■■ Redevelop the MD 202 Landover Road interchange cloverleaf. A potential exists for gateway office buildings and residential infill with new urban diamond interchange concept. ■■ Establish the northeast area of Subregion 4 as the urban heart of Prince George’s County by focusing on growth centers and commercial destinations inside and outside the Capital Beltway.

◊ Action Sites: Woodmore Town Center,

Landover Gateway Center, Largo Town Center, FedEx Field site, and Morgan Boulevard Metro center.

LIVING AREAS

◊ Action Sites: FedEx Field site, Summerfield

■■ Develop single-family houses and townhouses only in the living areas; apartment/condo living should be relegated to growth centers and corridors.

■■ Limit mixed-use overlay zones surrounding the growth centers.

◊ Action Sites: Central Avenue frontage east

of Morgan Boulevard, Martin Luther King Jr Highway corridor overlays at Glenarden, Sheriff Road crossing, and Seat Pleasant.

■■ Create distinct overlay zones for commercial, industrial, and residential guidelines.

◊ Action Sites: Martin Luther King Jr

Highway corridor, Ardwick-Ardmore Road, and Pennsy Drive corridor.

■■ Reassign land use for high-density residential areas that are slipping to Section 8 governmentfunded subsidized housing.

◊ Action Sites: Glenarden Apartments, Maple

Ridge Apartments, Kings Court Apartments.

■■ Reassign commercial corridor areas that have outlived their lifespan and designate to residential use.

Approved Subregion 4 Master Plan and Sectional Map Amendment

◊ Action Sites: Martin Luther King Jr

Highway at Glenarden, Landover Crossing Shopping Center, industrial and commercial edge along north side of Walker Mill Park expansion.

■■ Develop a hierarchy of urban road and streetscape standards for the area.

◊ Action Sites: Boulevards, primary address

streets, secondary transition streets, tertiary residential streets, and service streets/alleys.

■■ Develop prescribed industrial park development standards and public realm guidelines.

◊ Action Sites: Ardwick Industrial Park, Brightseat Road industrial corridor.

■■ Develop urban park, plaza, and open space standards applicable within the centers, corridor nodes, and neighborhood commercial centers.

Housing and Neighborhood Revitalization Policy 1

Establish mixed-income developments and create new opportunities for single-family, detached housing near new or proposed retail and mixed-use development sites.

Strategies

■■ The county should assemble land and package key parcels with development covenants.

■■ Develop guidelines for use of HOME and Community Development Block Grant funding by municipalities that reinforce conformance policy.

Policy 2

Establish a regulatory framework of land use and zoning restrictions for reuse of the Summerfield Military Housing site that reinforces mixed-use/ mixed-income development; set aside a percentage of units for lower income households.

Strategies

■■ Provide schematic site analysis as a template for developers to follow. ■■ Use low-income housing tax credits to ensure that 20 percent of the units are set aside for lower-income households.

Part II: Visions and Recommendations Living Areas and Industrial Centers

Environment Policy Protect, preserve, and enhance the area’s green infrastructure network by addressing localized problem areas.

Strategy

■■ Address flood-prone areas and areas with recurring drainage issues through retrofitting, stream bank stabilization, reducing the amount of impervious area, increasing plantings in stream bank buffer areas, and coordinating efforts across agencies to improve water quality. The areas in Zone 1 requiring evaluation include Beaverdam Creek in its entirety and the Cattail Branch Tributary.

Public Facilities Policy

Ensure that public facilities are adequate to serve the local population.

Strategies

■■ Build a library to support population growth in Zone 1 if a library is not built in Landover Gateway. ■■ Consider creating small libraries within community centers to serve areas not in close proximity to libraries.

■■ Review the school site at Kenmoor for potential co-location with another school or for redesign of the grounds as public parkland.

Historic Preservation Policy

Preserve local historic sites and resources.

Strategies

■■ Evaluate whether portions of Glenarden merit designation as a local historic or conservation district or listing in the National Register of Historic Places. ■■ Support the neighborhood efforts to develop community-enhancing techniques, such as interpretive signage, when historic district designation is not an option.

■■ Encourage historic property owners to pursue financial support through mechanisms such as

the Prince George’s County Historic Property Grant Program.

Transportation

For roads and transit recommendations, see Chapter 8, Transportation Systems.

Policy 1

Develop bicycle-friendly roadways to improve connectivity throughout Zone 1.

Strategies: Short-Term

■■ Central Avenue: Implement bike lanes from Southern Avenue to Capital Beltway. ■■ Landover Road: Implement bike lanes from John Hanson Highway to Capital Beltway.

■■ Ardwick-Ardmore Road: Implement bike lanes from John Hanson Highway to Capital Beltway.

Strategies: Mid-Term

■■ Sheriff Road: Install bike lanes from Eastern Avenue to Redskins Road.

■■ Columbia Park Road: Install bike lanes from Martin Luther King Jr Highway to John Hanson Highway (US 50).

■■ Belle Haven Drive/Nalley Road: Install bike lanes from Sheriff Road to Lottsford Drive.

Strategies: Long-Term

■■ Garrett A. Morgan Boulevard: Implement bike lanes from FedEx Way to Central Avenue. ■■ Redskins Road: Implement bike lanes from FedEx Way to Sheriff Road.

■■ Bishop Peebles Drive/Arena Drive: Implement bike lanes/sidepath from FedEx Way to the Capital Beltway.

■■ Evarts Street: Implement bike lanes from Brightseat Road to the Capital Beltway including a section of proposed extension of Evarts Street to connect to Campus Way. ■■ Martin Luther King Jr Highway: Implement bike lanes and a sidepath from Sheriff Road to the Capital Beltway. This sidepath, in conjunction with the existing WB&A Trail, will provide a cross-county connection from the Patuxent River to the District of Columbia.

Policy 2

Improve pedestrian connectivity throughout Zone 1 by installing sidewalks and pedestrian amenities.

Strategies: Short-Term

■■ Martin Luther King Jr Highway: Install sidewalks on both sides of the roadway near intersection with Landover Road.

■■ Brightseat Road: Install bike lanes from Ardwick-Ardmore Road to Sheriff Road.

■■ Central Avenue: Install sidewalks from Brightseat Road to the Capital Beltway.

■■ Pennsy Drive/Old Landover Road: Install a sidepath or wide sidewalk to accommodate pedestrian and bicycle traffic from Corporate Drive just north of John Hanson Highway to Landover Road.

■■ Morgan Boulevard Metro Station: Install wide sidewalks and pedestrian amenities on Central Avenue from Brightseat Road to Hill Road to improve pedestrian access.

■■ Brightseat Road: Install bike lanes from Central Avenue to Redskins Road.

■■ Dodge Park Road: Install bike lanes from Landover Road to beyond Hubbard Street. ■■ Kent Village Drive: Install bike lanes from Columbia Park Road to Landover Road. ■■ Veterans Parkway: Install bike lanes from Pennsy Drive to John Hanson Highway.

LIVING AREAS

■■ Belle Haven Drive: Install bike lanes from Sheriff Road to Martin Luther King Jr Highway.

■■ Hill Oaks Road: Install bike lanes from Hill Road to beyond Hill Stream Drive.

■■ Ardwick-Ardmore Road: Install sidewalks from Martin Luther King Jr Highway to the Capital Beltway.

■■ Hubbard Road: Install sidewalks from Martin Luther King Jr Highway to beyond Dodge Park Road. Install continuous sidewalks on both sides of the roadway to improve pedestrian access to schools. ■■ Barlowe Road: Install sidewalks from Martin Luther King Jr Highway to the dead-end beyond Smoketree Lane. This continues the

Approved Subregion 4 Master Plan and Sectional Map Amendment

sidewalks on both sides of the roadway to improve pedestrian access to schools.

■■ Belle Haven Drive at Sheriff Road: Install pedestrian amenities including crosswalks, countdown signals, and Americans with Disabilities Act (ADA)-compliant ramps at the intersection. ■■ Landover Road at 75th Avenue/Kent Town Place: Install pedestrian amenities including crosswalks, countdown signals, and ADAcompliant ramps at the intersection.

■■ Landover Road at Kent Village Drive: Install pedestrian amenities including crosswalks, countdown signals, and ADA-compliant ramps at the intersection.

■■ Landover Road at Martin Luther King Jr Highway: Install pedestrian amenities including crosswalks and ADA-compliant ramps at the intersection. ■■ Central Avenue at Garrett Morgan/Ritchie Road: Install pedestrian amenities including crosswalks, countdown signals, and ADAcompliant ramps at the intersection.

■■ John Hanson Highway at Landover Road: Install pedestrian amenities including crosswalks and ADA-compliant ramps at the intersection.

Strategies: Mid-Term

■■ Sheriff Road: Install sidewalks from Martin Luther King Jr Highway to Belle Haven Drive. ■■ Columbia Park Drive: Install sidewalks from County Club Road to Kent Village Drive.

■■ Brightseat Road: Install continuous sidewalks on both sides of the roadway from ArdwickArdmore Road to Evarts Street. ■■ Brightseat Road: Install continuous sidewalks on both sides of the roadway from Redskins Road to Central Avenue.

■■ Dodge Park Road: Install sidewalks on a small segment of the road to east Hubbard Road. ■■ Belle Haven Drive: Install sidewalks from Martin Luther King Jr Highway to Sheriff Road.

Part II: Visions and Recommendations Living Areas and Industrial Centers

■■ Belle Haven Drive: Install sidewalks from Sheriff Road to Nalley Road. ■■ Veterans Parkway: Install sidewalks from Pennsy Drive to John Hanson Highway.

■■ Hill Oaks Road: Install sidewalks from Hill Road to east of Hill Stream Drive. ■■ Garden City Drive: Install sidewalks from Pennsy Drive to Professional Place.

Strategies: Long-Term

■■ Evarts Street: Install sidewalks from Brightseat Road to Capital Beltway including a section of proposed extension of Evarts Street to connect to Campus Way.

■■ Garrett A. Morgan Boulevard: Install sidewalks from FedEx Way to Central Avenue. ■■ Jonquil Avenue between Central Avenue and Hill Road Park: Implement bike lanes and make sidewalk improvements to improve connections between Central Avenue and Hill Road Park.

■■ Johnson Avenue: Install sidewalks from Martin Luther King Jr Highway to Hayes Street. ■■ Polk Street: Install sidewalks from Martin Luther King Jr Highway to Church Street.

■■ McLain Avenue: Install sidewalks from Glenarden Parkway to Johnson Avenue including extension of McLain Avenue past Leslie Avenue.

■■ Reed Street: Install sidewalks from Martin Luther King Jr Highway to Glenreed Court.

Policy 3

Provide new trails and improve trail connectivity throughout.

Strategy: Short-Term

■■ There are no short-term trails recommendations.

Strategies: Mid-Term

■■ Cattail Branch Stream Valley Trail: Implement a multiuse trail within a park corridor along Cattail Branch. ■■ Neighborhood Trail Connection: Implement a multiuse trail from Evarts Street to Cattail Branch and Kenmoor Elementary School.

■■ Stream Valley Trail along tributary of Cattail Branch: Implement a multiuse trail within a park corridor from Sheriff Road to Cattail Branch.

north. It encompasses the incorporated Town of Capitol Heights and the Walker Mill Business Park. Marlboro Pike, Pennsylvania Avenue, and Central Avenue constitute the main travel corridors in the area. The prospect of development of the Capitol Heights and Addison Road–Seat Pleasant Metro centers along Central Avenue to the north could influence the future of the area.

■■ Woodmore Town Center to Landover Mall Site: Construct a pedestrian bridge.

For the purpose of the Subregion 4 Master Plan, Living Areas B and D, along with the adjoining industrial areas that extend all the way to US 50 to the north, are combined as Zone 2.

■■ H. P. Johnson Park Connector Trails: Implement a trail connection through the neighborhood park connecting surrounding communities.

■■ Lower Beaverdam Creek Stream Valley Trail: Implement a trail corridor as well as on-road improvements along Pennsy Drive to provide nonmotorized access to Cheverly and Landover Metro Stations. This trail would provide access from Subregion 4 to the Anacostia Tributary Trails Network. This planned trail along the entire length of Beaverdam Creek within Subregion 4 will be a substantial addition to the existing Anacostia Tributary Trails Network and will provide needed urban green space within an industrial corridor.

Strategy: Long-Term

■■ There are no long-term trails recommendations.

Existing Conditions

Living Area B has approximately three square miles of land area and is located west of Living Area A and east of the Washington, D.C., boundary. It includes the incorporated City of Seat Pleasant and the incorporated towns of Fairmount Heights and Cheverly. The main travel corridors are Martin Luther King Jr Highway, Central Avenue, which borders Living Area B to the south, and Sheriff Road, which borders the living area to the north. Cheverly Metro center to the north and Capitol Heights and Addison Road–Seat Pleasant Metro centers along Central Avenue border the area to the south. Living Area D has approximately 3.7 square miles of land area. It includes the town of Capitol Heights and borders Washington, D.C., to the west, Addison Road to the east, Pennsylvania Avenue to the south, and Central Avenue to the

The municipalities of Cheverly, Fairmount Heights, Seat Pleasant, and Capitol Heights are located close to the Prince George’s County/District of Columbia border. The proximity to the District of Columbia makes these municipalities convenient to families who want to be close to the entertainment, shopping, and cultural attractions in Washington, D.C., without the high cost of housing and other urban issues that often comes with living in larger cities. Unfortunately, Seat Pleasant, Fairmount Heights, and Capitol Heights have not grown in a way that reinforces the suburban nature and charm that once characterized these communities. Both Fairmount Heights and Capitol Heights offer important cultural and historic landmarks that could serve as development catalysts for the revitalization of these communities. In an effort to capitalize on their unique heritages, both communities should consider strategies that use architectural design standards to reinforce important cultural and heritage features.

LIVING AREAS

Living Areas B and D (Zone 2)

Municipalities

Seat Pleasant

Seat Pleasant was established as a late nineteenthcentury streetcar suburb adjoining the eastern corner of Washington, D.C. The community is located south of Martin Luther King Jr Highway and Seat Pleasant Drive and is bisected by Addison Road. In 1873, approximately 800 acres on both sides of the Prince George’s County Central Turnpike (now Central Avenue) were platted as Seat Pleasant. The early plat, reflecting the rural nature of the area,

Approved Subregion 4 Master Plan and Sectional Map Amendment

shows several houses, farms, outbuildings, cabins, and a store. Large-scale development did not begin in Seat Pleasant until rail and streetcar lines were extended from Washington, D.C. Although Washington, D.C., developed a streetcar line in the 1860s, it was not until the 1890s that service was extended to communities in Prince George’s County. Seat Pleasant was located at the convergence of two railroad lines and the streetcar line, which made it a convenient location for commuters. In 1898, the East Washington Railroad, also known as the Chesapeake Beach Railway, was extended from the Washington, D.C., line at Chesapeake Junction (the name by which Seat Pleasant was originally known) through Prince George’s County to Chesapeake Beach in Calvert County. Residents of Washington, D.C., could travel to Seat Pleasant by streetcar and transfer at the station to a train that traveled to Chesapeake Beach. Just a few years later, in 1901, the WB&A Electric Line was established. By 1908, train service ran from Washington, D.C., through Seat Pleasant and terminated in Annapolis. Seat Pleasant was one of the first communities in Subregion 4 to develop along these important transportation lines. Taking advantage of the prime location near the rail lines, two new subdivisions were platted. In 1906, lots 14 and 15 of Seat Pleasant were resubdivided and platted as Oakmont. That same year, Lots 12 and 13 were resubdivided and platted as Seat Pleasant Heights. Both subdivisions featured small, narrow lots, typically 25 feet by 150 feet, similar to those found in Washington, D.C. The station for both the Chesapeake Beach Railroad and the WB&A was located just northwest of Oakmont, making the two subdivisions ideally located for commuters. That same year, community members gathered to choose a new name for Chesapeake Junction. Several names were discussed. The community finally agreed on “Seat Pleasant” and requested that a post office be established. The community was named for the nineteenth-century estate of the Williams family that was destroyed by fire in the midnineteenth century.

Part II: Visions and Recommendations Living Areas and Industrial Centers

In 1908, a second line of the WB&A was constructed with a stop at Seat Pleasant. For approximately 20 years, the rail line and streetcar lines enabled growth and development in the town. In an effort to improve services for residents, the City of Seat Pleasant was incorporated in 1931. In 1935, the WB&A ceased operations as the popularity and accessibility of the automobile increased. The WB&A tracks were dismantled and the right-of-way was paved to serve as a road. Beginning in the mid-twentieth century, Seat Pleasant continued to grow, and many areas underwent redevelopment. In the 1950s, many buildings, particularly along Martin Luther King Jr Highway and Seat Pleasant Drive, were demolished to make way for new commercial buildings and housing. The opening of the Capitol Heights and Seat Pleasant Metro Stations in the 1980s again spurred redevelopment and resulted in the construction of large commercial developments near the stations.

Community Character in Seat Pleasant

The survey area consists of approximately 326 primary resources. Seat Pleasant contains a variety of buildings constructed from the 1890s through the present. The largest period of development dates from the 1890s through the 1940s. Buildings in Seat Pleasant reflect a variety of popular architectural styles including Queen Anne, Italianate, Colonial Revival, Craftsman, and several examples of the Modern movement. Many structures are vernacular interpretations of popular styles. Common building forms in Seat Pleasant include Foursquare, bungalow, Cape Cod, ranch houses, “minimal traditional” houses, and splitlevels. An unusual building form in Seat Pleasant is the detached row house. These wood-frame houses are typically two stories in height with a full-width porch and have either a flat or shed roof. Most display modest decorative elements in the Queen Anne or Italianate styles. Also common in Seat Pleasant are a number of two-story, front-gabled dwellings with a full-width porch. The community is predominately residential and composed of single-family dwellings, although

Map 5-4: Living Area B

Living Area B

Cheverly Metro Station

H A N S ON H

Y WA H IG

HW AY

HI G

Chapel Oaks

LU TH ER

Seat Pleasant Æ

Capitol Heights Metro Station

* CEÆNTRA

LIVING AREAS

Cabin Branch Creek

AR TI N

Fairmount Heights

KI NG

JO H N

S - U

L AVENUE

Addison Road-Seat Pleasant Metro Station Peppermill Park

NORTH 0

1/4 mi.

1/2 mi.

3/4 mi.

1 mi.

Legend Roads Property

Buildings Parks

Community Landmark Living Area Boundary Approved Subregion 4 Master Plan and Sectional Map Amendment

Map 5-5: Living Area D5

Living Area D

Capitol Heights Metro Station

Addison Road-Seat Pleasant Metro Station

Capitol Heights

AD ON RO ADDIS

Blue Line

Boulevard Heights

SY LV

R O

AN IA

E AV

District Heights

NORTH 0

Legend Roads Property

Buildings Parks

Part II: Visions and Recommendations Living Areas and Industrial Centers

Community Landmark Living Area Boundary

1/4 mi.

1/2 mi.

3/4 mi.

1 mi.

a few religious buildings are scattered throughout the neighborhood. Nonhistoric commercial development is located along Martin Luther King Jr Highway, Seat Pleasant Drive, and in limited areas along the boundaries of the neighborhood. The topography of Seat Pleasant is hilly and most houses are set on a flat or gently sloping lot. Mature trees are located throughout the community. Houses typically have an even setback along a streetscape, although lots are of varying sizes.

Fairmount Heights

The Town of Fairmount Heights is an earlytwentieth century African-American suburb located just outside the easternmost corner of Washington, D.C. The community is roughly bounded by Sheriff Road, Balsamtree Drive, 62nd Place, and Eastern Avenue. In the late-nineteenth century, the area that would become Fairmount Heights was the site of several small farms. These farms were purchased and consolidated by land speculators in the first decades of the twentieth century.

Robinson White and Allen Clark encouraged African-Americans to settle in the area, and the subdivision became one of the first planned communities for black families in the Washington metropolitan area. White and Clark sold the lots at affordable prices making, home ownership attainable for many black families. The earliest dwellings were of wood-frame construction of modest size although several substantial houses were also built. Early on, the neighborhood was home to several prominent African-Americans including William Sidney Pittman, a noted architect and son-in-law of Booker T. Washington. Pittman took an active interest in the development of his own

In 1908, the WB&A Electric Railway opened, providing easy access for commuters into Washington, D.C. Residents of Fairmount Heights used the neighboring Gregory Station, located in Seat Pleasant. Because of the early success of Fairmount Heights and new transportation options available nearby, several new subdivisions were platted adjacent to the developing community. Waterford, a small subdivision adjacent to the northeast corner of Fairmount Heights, was platted by J.D. O’Meara in 1907. Mount Wiessner was platted by the Wiessner family in 1909 and featured lots approximately 50 by 125 feet. In 1910, Elizabeth Haines platted North Fairmount Heights on approximately 15 acres of land. The Silence family platted West Fairmount Heights (also known as Bryn Mawr) in 1911 around the family farmstead. Other African-Americans, encouraged by the development in Fairmount Heights, soon settled in the area. In addition to the Pittmans, James F. Armstrong (the first supervisor of Colored Schools in Prince George’s County), Henry Pinckney (White House steward to President Theodore Roosevelt), and Doswell Brooks (supervisor of Colored Schools beginning in 1922 and the first African-American appointed to the Board of Education) all constructed houses in the neighborhood.

LIVING AREAS

Fairmount Heights contains six subdivisions platted between 1900 and 1923 by different developers. The first was platted as Fairmount Heights in 1900 by Robinson White and Allen Clark, two white attorneys and developers from Washington, D.C. The initial platting contained approximately 50 acres, divided into lots typically measuring 25 by 125 feet.

neighborhood. He formed the Fairmount Heights Improvement Company, whose purpose was to construct a social center for the community. Pittman had Charity Hall constructed, which was used for social events, as a church, and as the community’s first school.

Fairmount Heights was also home to a growing professional community, and many residents worked as clerks or messengers for the federal government. The increased growth in the community created a pressing need for a dedicated school, which resulted in the construction of the Fairmount Heights Elementary School. Designed by William Sidney Pittman, the school opened in 1912. In 1920, developer Robinson White constructed 19 bungalows on 62nd Avenue in the original Fairmount Heights subdivision. Because of the large number of families moving to Fairmount Heights, the original school proved too small and a new school opened in 1934. Approved Subregion 4 Master Plan and Sectional Map Amendment

In 1922, approximately 35 acres of farmland located east of Fairmount Heights were purchased by the Weeks Realty Company and platted as Sylvan Vista. The development marked the sixth and final subdivision making up the present-day Town of Fairmount Heights. Sylvan Vista had deep, narrow lots, generally measuring 25 by 125 feet, similar to the original subdivision of Fairmount Heights. The neighborhood was designed around a market circle with radiating streets. Although the lots were of similar size, the dwellings were generally smaller and more modest than the houses built in the earlier subdivisions. After several unsuccessful attempts to incorporate in the 1920s, the Town of Fairmount Heights was officially incorporated in 1935 with a mayorcouncil form of government. The town included all six subdivisions platted between 1900 and 1923. By the end of the 1930s, the new town consisted of a brick schoolhouse, four churches, a fire department, print shop, and several restaurants and stores. The community continued to grow in the midtwentieth century and was largely developed by the 1980s. Today, the community remains a predominately African-American suburb.

Community Character in Fairmount Heights

The Fairmount Heights survey area, bounded on the west by Washington, D.C., on the north by Sheriff Road, on the east by Balsam Tree Drive, and on the south by 62nd Place, consists of approximately 514 primary historic resources. The community contains a wide variety of buildings constructed between 1901 and the present, although the majority of buildings date from 1901 to 1975. There are a number of twentieth-century styles represented in Fairmount Heights, including Queen Anne, Craftsman, Colonial Revival, and a number of examples of the Modern movement and other popular styles. Many of the dwellings are vernacular interpretations, while others appear to be mail-order kit houses by Sears, Roebuck and others. Three buildings in the community were designed by the noted African-American architect, William Sidney Pittman, a resident of Fairmount Heights. These buildings include the Pittman residence at 505 Eastern Avenue, Charity Hall at 715 61st

Part II: Visions and Recommendations Living Areas and Industrial Centers

Avenue, and the Fairmount Heights Elementary School at 737 61st Avenue. Common building forms include American Foursquares, bungalows, shotgun houses, ranch houses, split-foyers, and a number of L-shaped and T-shaped plans. Many buildings have irregular massing due to modern additions. A common building type in Fairmount Heights is the modest, minimally ornamented two-story, front-gabled, wood-frame dwelling constructed in the early twentieth century. Most houses in Fairmount Heights are of wood-frame construction and are clad with a variety of modern replacement materials, although a few houses do retain their original materials. The topography of the neighborhood is hilly and houses have uniform setbacks. Because of the twentieth-century resubdivisions of property, lots are often irregularly sized. The community is predominately residential and contains single dwellings, twin dwellings, and multiple-family dwellings, including apartment buildings. Fairmount Heights contains several religious, social, and educational buildings. Commercial buildings are typically located around the perimeter of the community.

Capitol Heights

Capitol Heights was established in the earlytwentieth century as a residential suburb in western Prince George’s County, adjacent to the southeastern boundary of Washington, D.C. In 1904, the subdivision was platted in three sections by Otway B. Zantzinger, a Baltimore-based businessman. The area that became Capitol Heights was originally a large parcel of woodland. Zantzinger’s subdivision included approximately 4,000 lots, the majority of which were divided into long, narrow, rectangular parcels, approximately 20 feet wide and 100 feet deep. Zantzinger advertised the new subdivision as “High and healthy. Finest spring water, Plenty of shade. Only one car fare to any part of the city. East Capitol St., Central Ave., 55th St., and 61st St., run through the property [sic].” Lots were priced between $20 and $60 and were offered for sale with one dollar down and one dollar a month. Later

advertisements noted that the segregated subdivision was intended for whites only. As part of his commitment to the success and growth of the neighborhood, at his own expense, Zantzinger constructed an elementary school for Capitol Heights residents. Opening in 1905, the school had more than 100 children in attendance in its first year. By 1907, Zantzinger had sold more than 3,500 lots, and more than 1,000 residents had made Capitol Heights their home. Although the subdivision was not directly located on railroad or streetcar lines, the adjacent neighborhoods of Maryland Park and Seat Pleasant were served by the rail lines. Residents of Capitol Heights lived within a mile of railroad and streetcar stops. Because of its relative convenience to public transportation and the affordability of the houses there, Capitol Heights proved to be a popular new subdivision. Capitalizing on this popularity, in 1909, Zantzinger platted Greater Capitol Heights, a 400-acre tract on the southern edge of Capitol Heights that included an additional 4,500 lots. Like those in Capitol Heights, lots in Greater Capitol Heights were approximately 20 feet wide, 100 feet deep, and set on rectilinear blocks.

Advertisements for Greater Capitol Heights in 1911 boasted of 500 houses, 1,500 people, eight stores, four churches, and a public school. Other ads promoted the community as “cool and delightful. No Landlord. No Rent. No Building Restrictions. No Malaria. No Mosquitoes. No Sleepless Nights. Pure Water. High Elevation. Perfectly Healthy. Beautiful Shade.” The community was noted as being “within the onefare radius” but “nevertheless completely out of the city and an ideal site for the founding of homes by those who have long been forced to see their slender means being exhausted by city rentals.”

By the 1950s, the historic commercial core of Capitol Heights was losing many businesses, largely because of the construction of a new Central Avenue that bypassed the town. By the 1970s, the once bustling commercial corridor along Old Central Avenue had begun to decline and buildings were abandoned. In November 1980, WMATA opened the Capitol Heights Metro Station at the northernmost tip of the original Capitol Heights subdivision. Located at the corner of East Capitol Street and Southern Avenue, SE, Metro provided an affordable, fast way for residents of Capitol Heights to travel into Washington, D.C. Town officials hoped that Metro would bring new businesses, an increase in property values, and new tax revenue to the community. However, the new Metro station did not bring the anticipated changes to Capitol Heights, and many of the businesses along Old Central Avenue were demolished in the 1980s.

LIVING AREAS

A review of the 1910 census indicates that residents of Capitol Heights and Greater Capitol Heights were white, had small families, and had working-class jobs that included firemen, salesmen, electricians, plasterers, carpenters, post office workers, merchants, and printers. The growing community incorporated as the Town of Capitol Heights in 1910 in an effort to improve roads and public services for residents.

In 1925, Capitol Heights was finally served by a bus line that ferried residents between their neighborhood and Washington, D.C. The arrival of the bus line, along with increased ownership of automobiles, resulted in a change of demographics as more African-Americans began to move into the once segregated Capitol Heights by the middle of the twentieth century.

Vacant lots and parking lots that replaced the older commercial buildings in Capitol Heights have no visual or physical relationship to the historic neighborhood. Residential construction in Capitol Heights and Greater Capitol Heights was largely completed by the mid-1970s. The sense of a neighborhood remained despite the loss of the commercial core. Today, Capitol Heights has more than 4,100 residents, of which 92 percent are AfricanAmerican.

Community Character in Capitol Heights

A windshield survey of Capitol Heights and greater Capitol Heights was conducted in February 2008. The survey area contained approximately 1,994 primary resources. Approved Subregion 4 Master Plan and Sectional Map Amendment

The community contains a wide variety of buildings constructed between 1904 and the present. The majority of buildings constructed in Capitol Heights and Greater Capitol Heights date from the 1910s through the 1970s. There are a number of popular twentieth century architectural styles represented in the community, including Craftsman, Colonial Revival, and examples of the Modern movement. Vernacular interpretations of the Queen Anne style are also present in the survey area. Common building forms present include row houses, Foursquares, bungalows, Cape Cods, ranch houses, and split-foyers. The residential buildings are modest and display minimal ornamentation, typical of their use by middle- and working-class residents. The majority of houses are small one- or one-and-a-half-story designs. The topography of the neighborhood is hilly, with houses built on sloping lots often with partially exposed basements. Streets in both subdivisions adhere to a roughly rectilinear grid, which is traversed diagonally by other streets. Buildings in the community are predominately residential, with limited commercial buildings located along Old Central Avenue, Central Avenue, and a few scattered throughout the community. Some residential buildings in the community have been adapted for commercial use.

Cheverly

Cheverly was established as an early-twentieth century community in western Prince George’s County. It is located one mile from the northeastern border of Washington, D.C. Cheverly is bordered by the Baltimore-Washington Parkway, Landover Road, and US 50. Mount Hope (PG: 69-024-11), constructed in 1839 by Fielder Magruder, Jr, is the oldest house in the community. At its largest, the Mount Hope plantation contained 843 acres of land. Mount Hope is documented on both Martenet’s map of 1861 and Hopkin’s 1878 atlas as “F. Magruder Res.” and is the only residence in the area. After Magruder’s death in 1888, the property changed hands several times until a 193-acre parcel of land, including Mount Hope, was purchased by Robert Marshall in 1918. Marshall, a former stockbroker and land developer from Ohio, purchased the

Part II: Visions and Recommendations Living Areas and Industrial Centers

surrounding acreage and began to plat the neighborhood of “Cheverly.” Marshall lived in Mount Hope where he undertook a restoration of the house. Robert Marshall, president of the Washington Suburban Realty Company, platted seven sections of Cheverly between 1918 and 1926. Recognizing the natural topography, Marshall designed Cheverly to take advantage of the curving, hilly landscape. Marshall named his new neighborhood after Cheverly Gardens, an adjoining 43-acre subdivision he acquired in 1918 near Landover Station. Marshall marketed Cheverly as a “modern” subdivision with many conveniences, including “paving, electricity, high-pressure water main, schools, &c. [sic].” The subdivision was quickly improved and in October 1920 the first street, now called Cheverly Avenue, was paved. To spur development between 1921 and 1925, Marshall constructed 34 kit houses, the majority of which were designed by Sears, Roebuck, and Company and McClure Homes Company. By 1923, all roads in Cheverly were surfaced and street lamps were installed. In that same year, the first school for the neighborhood was constructed. By 1924, more than 25 houses were built in the neighborhood and more than 350 lots had been sold. Houses ranged in price from $5,000 to more than $15,000. The majority of lots in Cheverly were developed by individual owners, however, several were improved by speculative builders. S.A. Melius of Hyattsville was one of several builders who purchased lots in Cheverly for development. In 1927, after a failed attempt to redevelop Forest Road into a grand avenue leading to the Beaver Dam Country Club (now the Prince George’s County Club), Marshall lost control of the Washington Suburban Realty Company and was replaced by Edwin Dutton. In 1929, Harry Wardman purchased the rights to develop Cheverly at a cost of two million dollars. However Wardman, a noted builder and developer, was overextended and because of the Great Depression, was soon bankrupt. Due to the short time he owned the development and the economic constraints he faced, it is not known if Wardman was responsible for any improvements in Cheverly.

In May 1931, a public auction of 334 lots was held “to satisfy foreclosure” of the Cheverly Corporation. That same year, the Town of Cheverly was incorporated. The loss of prestige that resulted from the public auction combined with the economic constraints of the 1930s slowed the development of the town. It was not until after World War II (1941-1945) that construction activity began to increase. Several new churches were built and the town acquired the ten-acre town park. In 1958, Cheverly expanded by one-third with the annexation of the Cheverly Industrial Park. The expansion of the Metrorail line to Cheverly in 1978 solidified the community as a commuter suburb of Washington, D.C.

Major Land Uses Residential Land Use

Demographic Indicators Population

The population in Zone 2 has only increased by an estimated 97 residents since 2000. This relatively stable population is likely due to the lack of developable land. Currently, the population density in Zone 2 is the highest among all zones at 5,530 residents per mile. Living Area B, comprised largely of Fairmount Heights and Seat Pleasant, experienced a slight decline in overall population (-0.6 percent) since 2000, while Living Area D, which mostly consists of Capitol Heights, has added just over 200 residents. However, over the next five years, population is projected to increase by nearly 500 new residents. All of this growth is projected for Living Area D and it is likely that it will occur along Rollins Avenue where the largest tracts of open land exist.

The Penn Station Shopping Center is the largest retail/commercial hub in Zone 2. Additional strip mall commercial development is scattered along Marlboro Pike as well as in the intersection of Walker Mill Road and Addison Road. Martin Luther King Jr Highway currently provides some neighborhood-serving commercial establishments, auto services, liquor stores, and fast food restaurants but possesses a greater opportunity for commercial “main street” type of (re)development.

In direct contrast to Zone 1, Zone 2 has the highest percentage of older residents and the lowest percentage of school-aged residents. The demand for health care facilities can be expected to remain high with such a concentration of older residents. One-quarter of the residents are between the ages of 45 and 64 years of age and another 11.4 percent are 65 or older. This older population is projected to increase to nearly 40 percent of the total by 2013. Specifically, Living Area B currently has the highest percentage of residents 65 and older (14.1 percent) of any living area.

The Walker Mill Business Park area is the largest site providing opportunities for industrial and flex

All of the household growth in Zone 2 has occurred in its southern half since 2000. This portion,

Retail/Commercial Land Use

Office, Flex, Industrial Land Use

LIVING AREAS

Zone 2 includes some of the oldest, wellestablished neighborhoods of Subregion 4. Fairmount Heights has a unique African-American heritage and many historic homes. The Town of Capitol Heights, the City of Seat Pleasant, and the southern portion of Cheverly are also included in this zone and are characterized predominantly by single-family homes. Townhouse developments are scattered throughout the area, mainly west of Walker Mill Business Park and off of Brooke Road, as well as in Pennsylvania Place. Apartments are found mainly between the Marlboro Pike and Pennsylvania Avenue area, as well as along Jefferson Heights Drive, but their design and configuration is not integrated with the adjacent areas.

space in Zone 2. It occupies the eastern portion of Living Area D and falls within the boundary of Capitol Heights. Although the site is expansive and a roadway system is in place, very few parcels were developed and the majority of the site remains vacant. The area just north of Sheriff Road and immediately outside the boundary of Living Area B hosts industrial uses. Often during the planning process, concerns emerged addressing two issues of the development: proximity to the residential areas and noise and air quality implications. Additional analysis should take place to determine the ultimate development potential of this site.

Households

Approved Subregion 4 Master Plan and Sectional Map Amendment

defined as Living Area D, has added 104 households, while Living Area B has remained relatively stable experiencing a 0.3 percent decline. Approximately 200 households are projected to be added to the zone over the next five years with most of these again being formed in and around the Capitol Heights area. Living Area B has the second lowest percentage of children in the subregion (2.87 percent), but more residents per household than the area average. One reason for this is that, after the living areas in Zone 1, Living Areas B and E have the next highest percentages of family households. These include married couples without children and other relatives living within the household. Living Area D has average household sizes closely resembling the regional average. According to estimates used for this analysis, this area, along with Living Area F of Zone 3, has the highest rate of single-occupant households, exceeding 26 percent.

Public Facilities

This area is home to Boulevard Heights, Capitol Heights, Chapel Oaks, and District Heights Fire Stations. The Fairmount Heights Library is located in this area. Twelve elementary schools (Bradbury Heights, Capitol Heights, Carmody Hills, Concord, Doswell Brooks, Francis Scott Key, Highland Park, John Eager Howard, Oakcrest, Robert R. Gray, Seat Pleasant, and William Hall), Fairmont Heights High School, and Lyndon Hill are also located here. This area also has a number of park and recreation facilities. Four community centers, four community parks, and 17 neighborhood parks serve Living Areas B and D.

Natural Environment

Cabin Branch, a primary corridor of the subregion’s green infrastructure, runs through this area. Primary corridors include the main stems of major waterways in the region and each receives most of the runoff from surrounding land uses. Connecting these corridors is critical to the long-term viability and preservation of the green infrastructure network and also will serve to preserve the region’s water quality. Conservation and preservation of

Part II: Visions and Recommendations Living Areas and Industrial Centers

these corridors, particularly the headwater areas, will help to improve water quality downstream. There are a number of places in this area where flooding is a problem, typically in areas that were developed before the enactment of stormwater management regulations. As a result of these problems, intense retrofitting and innovative methods are needed in Subregion 4, including stream bank stabilization, reduced amounts of impervious area, increased plantings in stream bank buffer areas, and coordinated efforts to improve water quality.

Circulation

Central Avenue, Martin Luther King Jr Highway, Sheriff Road, Brooks Drive, and Belle Haven Drive have sidewalks on both sides. Other major roadways in Zone 2, such as Hill Road, Addison Road, Capitol Heights Boulevard, Cabin Branch Drive, and Rollins Avenue have sidewalks on either one side of the street or do not have sidewalks along some sections. Additional streets, such as Capitol Heights Boulevard, Larchmont Avenue, Cabin Branch Drive, and Rollins Avenue, have sidewalks available but have sections with either no sidewalks or only sidewalks on one side of the street.

Strengths and Opportunities Economic Development

■■ Because the area is underserved by retail establishments (e.g., restaurants, pharmacies), commercial development opportunities exist along the major corridors and in existing neighborhood centers in Subregion 4.

■■ The large amount of land in and around the Walker Mill Business Park provides an opportunity to build new sustainable communities while developing an employment or retail center to meet local needs.

■■ Employment or residential spillover from the District of Columbia could occur in Living Areas B and D due to their close proximity to the District.

Land Use and Urban Design

■■ Zone 2 has a relatively dense urban character, street grid, and tight neighborhood fabric that

make it very walkable. These qualities should be extended to the Metro centers to better link current isolated areas. New areas of infill development on vacant and underutilized sites should complement the existing urban/ neighborhood scale and character to reinforce the area’s cohesiveness.

■■ There is a large number of existing, viable commercial centers and traditional urban “main street” corridors that could be strengthened by additional development and site/façade enhancements to better link the neighborhoods together and provide a more cohesive image.

■■ Given that there are six municipalities in the subregion, revitalization of their ratable/tax base properties is important to their sustainability and provision of municipal services (e.g., Capitol Heights, Fairmount Heights and Seat Pleasant’s commercial “main streets”). ■■ The Capitol Heights area has open lands for development and underutilized land/buildings for potential infill within close proximity to the District of Columbia.

■■ Actively recruiting more environmentally friendly industrial and commercial businesses in the areas immediately surrounding existing residences would help buffer them from the more intense uses.

■■ Saving and restoring historic communities with historic district designations (Fairmount Heights) is important to maintain the subregion’s varied character districts and heritage.

Housing and Neighborhood Conditions

■■ Most workshop participants felt that a quiet atmosphere and a small town feeling with an abundance of single-family detached homes rather than high-density developments were assets of their community.

■■ Homes were characterized as affordable, and neighborhoods were characterized as both historic and suburban. Many of the participants

■■ Stakeholders perceive Zone 2 neighborhoods as having a suburban feel and not as urbanized as neighborhoods in the District of Columbia. ■■ Living Area B includes the City of Fairmount Heights, which has strong African-American cultural roots. This historic city provides a cultural foundation for future development.

■■ Because of its close proximity to the District of Columbia, neighborhoods located in Living Areas B and D could offer affordable housing alternatives for first-time home buyers interested in living in a culturally rich community.

Environmental Resources

■■ The Anacostia River is one of the 13 special conservation areas designated in the county.

■■ Planting trees in the public right-of-way, especially along public roads, is one opportunity to increase tree cover.

Parks and Public Facilities

■■ Subregion 4 has 15 undeveloped parks that can be improved with amenities. Older parks can be renovated and upgraded to accommodate changing recreation demands in established neighborhoods.

LIVING AREAS

■■ Additionally, the Town of Capitol Heights is developing a vision plan and a transit-oriented development plan to build upon this and previous plans.

wanted these characteristics reflected in new housing developments that would occur in, or immediately adjacent to, their neighborhoods.

■■ This area is home to Boulevard Heights Fire Station, Capitol Heights Fire Station, Chapel Oaks Fire Station, and Fairmount Heights Library. The District Heights Fire Station will also be located in this area.

■■ Subregion 4 has a considerable share of the county’s excess public school capacity. Zone 2 has 19 percent capacity available at the 12 elementary schools.

Historic Resources

Living Areas B and D have the following historic assets: ■■ Historic communities: Seat Pleasant, Capitol Heights, Fairmount Heights, and Boulevard/ Bradbury Heights. ■■ Historic Sites: Carmody House, Van HornMitchell House, St. Margaret’s Catholic Church, Highland Park School, Fairmount

Approved Subregion 4 Master Plan and Sectional Map Amendment

Heights School, and James F. Armstrong House.

■■ Historic Resources: Samuel Hargrove House, William Sidney and Portia Washington Pittman House, Mallery House, and Samuel Hargrove House. ■■ National Register sites: Addison Chapel.

■■ Eighteen additional documented properties within Fairmount Heights.

Transportation

■■ There is an opportunity to extend the light rail or bus rapid transit to connect the Metro stations and other redevelopment areas.

■■ Transit-oriented development at the General Plan centers can reduce the number of vehicle trips in the area and provide opportunities to expand and connect the pedestrian and bicycle network. ■■ The two Metro stations in Living Areas B and D provide easy transit access to residents. ■■ The roadway system in Living Areas B and D facilitate access to the District of Columbia.

■■ Prince George’s County’s TheBus provides transit access to areas in Living Areas B and D not serviced by Metro.

■■ There is direct connection to US 50 from Living Areas B and D.

Issues and Challenges Economic Development

■■ The number and condition of certain business types are viewed as undesirable by local residents. Residents also noted that there is a lack of variety and presence in retail and service businesses offering necessary/staple goods.

■■ Navigation is not as convenient for motorists coming from the Beltway to portions of Zone 2 as in other zones, particularly for commercial/ industrial vehicles.

■■ Businesses operating on industrial parcels/sites negatively impact nearby surrounding areas with traffic and noise, resulting in decreased potential for new development.

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■■ Some residents in the area are in foreclosure, which will result in a turnover of the population. This change will alter the demands and needs placed on local retail and service outlets.

Land Use and Urban Design

■■ Industrial areas and residential areas were allowed to develop next to each other with little or no buffer, causing ongoing quality of life conflicts between areas. ■■ Additional industrial development and associated truck traffic threaten the quality of life for residents and retail businesses that share the same roadways and infrastructure.

■■ Enforcement of existing regulations and clean-up or mitigation of industrial noise, air, and water pollution must be addressed in future planning and zoning of the area.

■■ New site and building design standards for the industrial parks are needed to guide and achieve an updated, cohesive appearance that would better market the community.

■■ For existing “main street” businesses to continue to compete and prosper as neighborhoodserving areas, the perception, character, mix, and organization of small businesses must collectively change.

■■ The larger shopping centers in the area have lost their main anchor tenants and upscale retail, which was once present, to competing areas outside of the Capital Beltway. ■■ The Metro stations in Landover and Cheverly are difficult to access by a pedestrian because of either natural features or highly traveled roadway barriers.

Housing and Neighborhood Conditions

■■ Many of the comments made by residents and stakeholders concerned older neighborhoods, including demographic shifts and aging populations, inconsistencies in the enforcement of housing code violations, conversion of older single-family homes from home ownership to rental, and lack of transition buffering between industrial uses and residential uses. ■■ There was a general concern among stakeholders from both Living Areas B and D

that gentrification of District of Columbia neighborhoods has resulted in an increase of low-income families and a high concentration of low-income rental households in Living Areas B and D.

■■ New developments lack the design and construction quality of developments in other parts of the county, including sidewalks, quality of materials, and use of open space.

■■ Living Areas B and D consist of large concentrations of older homes, with many experiencing mounting deferred maintenance; residents are concerned about how to encourage housing reinvestment among an aging population.

Environmental Resources

■■ The automobile recycling facility in the I-2 Zone is a topic of controversy because of its environmental impact on the creek and Anacostia watershed. ■■ There is periodic flooding and poor water quality along Cabin Branch.

■■ Steep slopes constrain development, and local soils are sometimes unsuitable for the construction of foundations.

■■ A salt dome and recycling facility are located within and directly adjacent to environmentally sensitive areas.

■■ Erosion and habitat problems exist along Cabin Branch.

Parks and Public Facilities

■■ Vocational and continuing adult education programs are lacking.

■■ There are inadequate resources for maintaining and improving public infrastructure. ■■ The area is experiencing a high demand for police services.

■■ The commercial establishments along Marlboro Pike and apartments in the area experienced a particularly high number of robberies and burglaries.

Historic Resources

■■ Old Town Seat Pleasant Historic Area is part of the larger developed areas and has lost its image as a distinct community. Some World War II period cottages were razed and many landmarks lost. ■■ The historic portion of the Lyndon Hill Elementary School in Capitol Heights should be better preserved.

Transportation

■■ Conditions will have to improve with creative pedestrian and cyclist linkages that connect not only the Metro stations with the adjacent areas but also to key landmarks in the area.

■■ There is an insufficient number of roadways that travel north/south through the subregion. ■■ The sidewalk network is incomplete. Many roadways either have no sidewalks or the existing sidewalks are too narrow.

LIVING AREAS

■■ Environmental buffers are needed to protect sensitive features that were damaged prior to enactment of environmental regulations.

■■ The District III police station in Seat Pleasant is old and inadequate. The station, built in 1953, suffers from major structural deficiencies.

■■ Pedestrian safety is a major concern in Living Areas B and D, especially along Central Avenue.

Recommendations

Land Use and Community Design ■■ Preserve and expand industrial land use wherever possible along the northern and eastern perimeter of the subregion.

◊ Action Sites: I-295 frontage, I-295/US 50 and Metro triangle, Columbia Park Road, and Cabin Branch.

■■ Reassign industrial land use parcels adjacent to single-family detached and attached residential areas if the industrial land use is disadvantageous, blighted, or underutilized.

◊ Action Sites: Marblewood Avenue/Cedar Heights Industrial.

Approved Subregion 4 Master Plan and Sectional Map Amendment

■■ Reassign residential land use parcels adjacent to employment parcels if the residential land use is blighted, vacant, or underutilized.

◊ Action Sites: I-295 frontage.

■■ Encourage Central Avenue and Marlboro Pike commercial corridor node/cluster development.

◊ Action Sites: Capitol Heights and Addison Road “main street” corridor.

■■ Direct office development to the centers.

◊ Action Sites: Capitol Heights and Addison Road–Seat Pleasant Metro centers.

■■ Focus high-density condominium and apartment living to the centers.

◊ Action Sites: Capitol Heights and Addison Road–Seat Pleasant Metro centers.

■■ Direct commercial/retail development to the centers.

◊ Action Sites: Capitol Heights and Addison Road–Seat Pleasant Metro centers.

■■ Site new schools and co-locate recreation facilities in underserved areas.

◊ Action Site: Fairmount Heights High School adaptive reuse potential.

■■ Reestablish the green infrastructure network by redeveloping key sites along greenway corridors.

◊ Action Sites: Cabin Branch greenway,

Beaverdam Creek greenway, Walker Mill Business Park area greenway.

■■ Expand or build new schools and community centers along the greenway corridors at key roadway crossings.

■■ Steer churches/religious institutions to residential or institutional land use/zoning areas, rather than commercial or industrial sites to keep from losing additional tax base.

◊ Action Sites: Martin Luther King Jr

Highway corridor storefront churches, Old Central Avenue storefront churches.

■■ Establish additional open space/recreational resources at Walker Mill Business Park.

◊ Action Sites: Active recreation park at

Rochelle Avenue and Hazelwood Drive, landfill reclamation, capping and open space

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use with afforestation (new plantings to establish a stand of trees).

■■ Preserve and conserve existing older neighborhoods.

◊ Action Sites: Fairmount Heights, Cheverly/

Ward 4, Chapel Oaks, Seat Pleasant, Pepper Mill Village, Capitol Heights, Boulevard Heights, and Bradbury Heights.

■■ Promote single-family and townhouse development only in the living areas.

◊ Action Sites: Single-family traditional

neighborhood development between Capitol Heights and Addison Road–Seat Pleasant Metro Stations, Addison Road mediumdensity residential, redevelopment of the identified apartment complexes in Seat Pleasant and Fairmount Heights to medium-density residential.

■■ Preserve and strengthen commercial development in growth centers, shopping nodes, and main street areas.

◊ Action Sites: Capitol Heights and Addison

Road–Seat Pleasant Metro Stations; Walker Mill Road Shopping Center; Martin Luther King Jr Highway/Seat Pleasant “main street,” Old Central Avenue “main street” revitalizations.

■■ Develop mixed-use within one-half mile of centers.

◊ Action Site: Marblewood Avenue/Cedar Heights industrial area.

■■ Limit mixed-use overlays surrounding the growth centers.

◊ Action Sites: Martin Luther King Jr

Highway corridor, Walker Mill/Addison Road mixed use, Marblewood Avenue/Cedar Heights industrial area.

■■ Create distinct overlay zones for commercial, industrial, and residential guidelines.

■■ Remove or relocate land uses that cause truck traffic impacts in residential areas. ■■ Develop a hierarchy of urban road and streetscape standards for the area.

◊ Action Sites: Martin Luther King Jr

Highway corridor and Eastern Avenue.

■■ Develop prescribed industrial park development standards and public realm guidelines.

◊ Action Sites: Maryland 50 Industrial Park,

Prince George’s Business Center, Old Giant Foods site, Sheriff Road, and Columbia Park Road corridors.

■■ Develop urban park, plaza, and open space standards applicable within the centers, corridor nodes, and neighborhood commercial centers.

Housing and Neighborhoods Policy 1

Establish enabling legislation to support a neighborhood conservation plan for Fairmount Heights. The neighborhood conservation plan will encourage housing and neighborhood revitalization through the preservation and protection of the unique architectural, historical, and cultural character of the area.

Strategies

■■ Establish a Subregion 4 nonprofit community development corporation to build workforce housing and provide pre- and post-purchase counseling to first-time homebuyers.

Policy 2

Establish architectural guidelines to reinforce a “main street” concept for redevelopment of Old Central Avenue.

Strategy

■■ Provide technical assistance to building/business owners in preparing façade renovation drawings and establishing a business improvement district.

Environment Policy

Protect, preserve, and enhance the area’s green infrastructure network by addressing localized problem areas.

■■ Ensure that the Anacostia River special conservation area and the critical ecological systems supporting it are protected by increasing the minimum regulated stream buffer width to 75 feet. ■■ Address flood-prone areas and areas with recurring drainage issues through retrofitting, stream bank stabilization, reducing the amount of impervious area, increasing plantings in stream bank buffer areas, and coordinating efforts across agencies to improve water quality. The areas in Zone 2 requiring evaluation include Beaverdam Creek, in its entirety, Lower Beaverdam Creek, and the lower Anacostia River tributary. ■■ Address drainage issues in developed areas near Cabin Branch and along Marlboro Pike.

Public Facilities Policy

Ensure that public facilities are adequate to serve the local population.

Strategies

■■ Build a library to support population growth in Zone 2 if a library is not built as a part of the Landover Gateway area or in Zone 1.

LIVING AREAS

■■ The neighborhood conservation plan would establish guidelines for design, development patterns for new construction, and renovation of existing housing and require repair of code violations whenever re-occupancy of a home occurs through transfer of ownership or moveout/move-in of new renters.

Strategies:

■■ Consider creating small libraries within community centers to serve areas not in close proximity to libraries.

Historic Preservation Policy

Preserve, to the extent possible, local historic sites and resources.

Strategy

■■ Evaluate whether portions of Fairmount Heights, Bradbury Heights, or Boulevard Heights merit designation as local historic or conservation districts or listing in the National Register of Historic Places.

Transportation

For roads and transit recommendations see Chapter 8, Transportation Systems.

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101

Policy 1 Develop bicycle-friendly roadways to improve connectivity throughout Zone 2.

Strategies: Short-Term

■■ Martin Luther King Jr Highway: Implement bike lanes and a sidepath from Eastern Avenue to the Sheriff Road. This sidepath, in conjunction with the existing WB&A Trail, will provide a cross county connection from the Patuxent River to the District of Columbia. ■■ Central Avenue: Implement bike lanes from Southern Avenue to the Capital Beltway.

■■ East Capitol Street: Implement bike lanes from Southern Avenue to merge with Central Avenue near Zelma Avenue. ■■ Silver Hill Road: Implement bike lanes from the Suitland Parkway to Walker Mill Road.

■■ Walker Mill Road: Implement bike lanes and sidepath from Marlboro Pike to Silver Hill Road.

■■ Pennsylvania Avenue: Implement bike lanes from Southern Avenue to the Capital Beltway.

■■ Brooks Drive: Implement bike lanes from Silver Hill Road to Marlboro Pike. ■■ Capitol Heights Boulevard: Implement bike lanes from Davey Street to Central Avenue.

■■ Capitol Heights Boulevard: Implement bike lanes from Central Avenue to Marlboro Pike. ■■ Addison Road: Implement bike lanes from Walker Mill to Central Avenue. ■■ Addison Road: Implement bike lanes from Central Avenue to Martin Luther King Jr Highway.

■■ Addison Road: Implement bike lanes from Martin Luther King Jr Highway to Eastern Avenue.

Strategies: Mid-Term

■■ Sheriff Road: Implement bike lanes from Eastern Avenue to Redskins Road.

■■ Marlboro Pike: Implement bike lanes from Southern Avenue to the Capital Beltway.

■■ Shady Glen Drive: Implement bike lanes from Walker Mill Road to Central Avenue.

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■■ Hill Road: Implement bike lanes from Central Avenue to Martin Luther King Jr Highway. ■■ Columbia Park Road: Implement bike lanes from Martin Luther King Jr Highway to John Hanson Highway.

■■ Larchmont Avenue: Implement bike lanes from Central Avenue to Marlboro Pike. ■■ Brooke Road/Suffolk Avenue: Implement bike lanes from Rollins Avenue to Central Avenue. ■■ Rollins Avenue: Implement bike lanes from Walker Mill Road to Central Avenue.

■■ Seat Pleasant Drive: Implement bike lanes from Addison Road/Martin Luther King Jr Highway intersection to Hill Road. ■■ Cabin Branch Drive: Implement bike lanes from Columbia Park Road to Sheriff Road.

■■ Pepper Mill Drive: Implement bike lanes from Central Avenue to Seat Pleasant Drive.

Strategies: Long-Term

■■ Marblewood Avenue: Implement bike lanes from Sheriff Road to Reed Street.

■■ 62nd Avenue: Implement bike lanes from Reed Street to Trent Street. ■■ 64th Avenue: Implement bike lanes from Columbia Park Road to State Street.

■■ Southern Avenue: Implement bike lanes from East Capitol Street to Eastern Avenue. ■■ Eastern Avenue: Implement bike lanes from Southern Avenue to 62nd Avenue.

■■ James Farmer Way: Implement bike lanes from 67th Place to Addison Road. ■■ Foote Street: Implement bike lanes from Martin Luther King Jr Highway to 62nd Avenue.

■■ 67th Street: Implement bike lanes from James Farmer Way to Eads Street.

■■ Rochelle Avenue: Install bike lanes from Walker Mill Road to dead-end past Hazelwood Drive. ■■ Hazelwood Avenue: Install bike lanes from Walker Mill Road back to Addison Road, including extension to connect to Addison Road.

■■ Rochelle Avenue: Implement bike lanes from Walker Mill Road to dead-end past Hazelwood Drive.

Policy 2

Improve pedestrian connectivity throughout Zone 2 by installing sidewalks.

Strategies: Short-Term

■■ Central Avenue: Install sidewalks from Southern Avenue to Balboa Avenue.

■■ Central Avenue: Install sidewalks from Ventura Avenue to East Capitol Street. ■■ Pennsylvania Avenue: Install sidewalks from Southern Avenue to Brooks Drive. ■■ Pennsylvania Avenue: Install sidewalks from Brooks Drive to Silver Hill Road.

■■ Capitol Heights Boulevard: Install continuous sidewalks from Davey Street to Marlboro Pike. ■■ Addison Road: Install continuous sidewalks from Walker Mill Road to Central Avenue.

■■ Farmingdale Avenue: Install sidewalks from Sheriff Road to Early Oaks Lane.

■■ Cheverly Metro Station: Install sidewalks and other amenities to improve pedestrian access at the station.

■■ Addison Road–Seat Pleasant Metro Station: Install pedestrian amenities to improve safety at the Metro station area. ■■ Glacier Avenue: Install continuous sidewalks from Marlboro Pike to Nova Avenue.

■■ Nova Avenue: Install continuous sidewalks from Marlboro Pike to beyond Ellis Street to provide improved pedestrian access to schools. ■■ Central Avenue at Addison Road: Install pedestrian amenities including crosswalks, countdown signal, and ADA-compliant ramps at the intersection. ■■ Walker Mill Road at Addison Road: Install pedestrian amenities including crosswalks,

■■ Capitol Heights Boulevard at MD 332: Install pedestrian amenities including crosswalks, countdown signal, and ADA-compliant ramps at the intersection. ■■ Marlboro Pike at Brooks Drive: Install pedestrian amenities including crosswalks, countdown signal, and ADA-compliant ramps at the intersection. ■■ Silver Hill Road at Marlboro Pike: Install pedestrian amenities including crosswalks, countdown signal, and ADA-compliant ramps at the intersection.

Strategies: Mid-Term

■■ Walker Mill Road: Install sidewalks from Weber Drive to Silver Hill Road.

■■ Walker Mill Road: Install sidewalks on Walker Mill Road at intersection with Addison Road. ■■ Hill Road: Install continuous sidewalks from Central Avenue to Martin Luther King Jr Highway.

■■ Columbia Park Drive: Install sidewalks from the Cheverly Metro Station entrance to Cheverly Avenue across John Hanson Highway.

LIVING AREAS

■■ Davey Street: Install new signals and crosswalks on Davey Street between Southern Avenue and East Capitol Street to improve pedestrian access to the Metro station.

countdown signal, and ADA-compliant ramps at the intersection.

■■ Larchmont Avenue: Install sidewalks from Emo Street to Doppler Street. ■■ Rollins Avenue: Install continuous sidewalks from Walker Mill Road to Central Avenue.

■■ Brooke Road/Suffolk Avenue: Install sidewalks from Rollins Avenue to Central Avenue.

Strategies: Long-Term

■■ Chesapeake Beach Railroad Trail: Establish trail in railroad right-of-of way between MD 704/ Cabin Branch Road to Shady Glen Drive with adjoining links. ■■ Eastern Trail: Establish on-road trail between Walker Mill Road and Seat Pleasant Drive with adjoining links. ■■ Cabin Branch: Proposed trail along Cabin Branch between Addison Road and Walker Mill Road.

■■ Cheverly Metro area pedestrian bridge: Provide a pedestrian bridge connecting the Cheverly Approved Subregion 4 Master Plan and Sectional Map Amendment

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Metro Station to the Arbor Street mixed-use area to provide safe pedestrian access between a revitalized Arbor Street and the Cheverly Metro Station.

■■ Beaverdam Creek Stream Valley Trail: Establish a park trail corridor as well as on-road improvements along Pennsy Drive to provide nonmotorized access to Cheverly and the Landover Metro Stations. ■■ Marlboro Pike: Provide streetscape improvements along Marlboro Pike at the following locations: Southern Avenue to Benning Road; Lee Jay Drive to Walker Mill Road; Penn Crossing Drive to Viceroy Avenue; Forest Run Drive to Boones Lane.

■■ Marlboro Pike: Install high visibility and contrasting sidewalk treatments at all intersections and curb cuts.

■■ MD 4 within the Capital Beltway: Complete a trail along the north side of MD 4 (Pennsylvania Avenue) along its entire length within the Capital Beltway.

■■ MD 4 to the Oakland Neighborhood Park: Provide an M-NCPPC stream valley trail along Oxon Run within the study area. Extend the trail from MD 4 to the Oakland Neighborhood Park. ■■ Cabin Branch Drive: Install a sidepath from Sheriff Road to Columbia Park Road.

Policy 3

Provide new trails and improve trail connectivity throughout.

Strategies: Short-Term

■■ There are no short-term trail recommendations.

Strategies: Mid-Term

■■ Eastern Trail: Establish on-road trail between Walker Mill Road and Seat Pleasant Drive with adjoining links. ■■ Cabin Branch: Install proposed trail along Cabin Branch between Addison Road and Walker Mill Road. In some locations, this trail may be accommodated by a sidepath along Cabin Branch Drive.

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Strategies: Long-Term There are no long-term trail recommendations.

Living Area B: Special Focus on Community Health And Wellness Goal Living Area B within Subregion 4 is developed in a way that benefits the overall health and wellness of its residents. Residents and visitors to Living Area B have access to healthy foods, reliable transportation, safe places to walk and exercise, entertainment and recreational venues, employment opportunities, and housing options that promote healthy choices.

Background

Much of Subregion 4 currently lacks the type of compact development, pedestrian connectivity, variety of land uses, housing options, recreational opportunities, and environmental enhancements that support the health and well-being of residents and visitors. County residents have expressed that beyond access to high-quality and affordable health care services, a community environment that fosters health and disease prevention should be a priority consideration for land use policies. This includes access to healthy foods, reliable transportation, safe places to walk and exercise, and employment and housing options that help individuals to make healthy choices. Notably, the Consumer Health Foundation, the principal private foundation concerned with health access for poor and vulnerable populations in the Washington metropolitan area, recently conducted a series of community health speakouts. One of the outcomes of the speakouts was development of the concept of wellness opportunity districts. These districts would be designated neighborhoods where incentives and policies would be provided, consistent with the smart growth philosophy, to support health and wellness within the community. It is recommended that a pilot wellness zone be established in Living Area B within Subregion 4. This zone would include focused development and redevelopment initiatives along with programs to improve the quality of life of residents in this area. The goal is to ultimately expand this effort to the entire subregion and county.

Objectives

Policy 3

■■ Consider community health and wellness as land use policies are developed and implemented.

Initiate a health and wellness program for Living Area B within Subregion 4.

■■ Establish the public infrastructure system so that parks, restaurants, shops, schools, libraries, and other community resources are conveniently located and physically accessible. ■■ Ensure the transportation network is multimodal and sustainable.

■■ Make quality, affordable housing available in Living Area B within Subregion 4.

■■ Encourage local living wage jobs and business ownership.

Policy 1

Land uses permitted in Living Area B will be developed in a way that benefits the overall health and wellness of the community.

Strategy

Policy 2

Since Living Area B within Subregion 4 is a targeted wellness district, public schools should provide an array of activities and choices that promote the overall health and wellness of the community.

Strategies

■■ Physical education, art, and music curriculums should be provided as mechanisms to relieve stress, elevate grades, and develop self esteem.

■■ Leadership mentoring programs, such as youth councils, should be funded, created, and expanded to cultivate a next generation of community leaders.

■■ Healthy food options should be offered in school vending machines.

■■ Designate Living Area B within Subregion 4 a wellness opportunity district in which incentives and policies would be provided, in a manner similar to Maryland Smart Growth policies, to support and encourage health and wellness in the area. ■■ Undertake a health impact assessment to provide unbiased information about anticipated health benefits and costs of proposed development activities for Living Area B within Subregion 4 and apply the results to urban design and transportation policies.

■■ Establish health and wellness objectives and a set of measures and targets to gauge the progress in achieving the objectives. ■■ Make available grants or loans to support the implementation of initiatives to benefit the health and wellness of the residents.

■■ Provide incentives for developers to do health impact assessments and provide health and wellness amenities as a part of development process.

LIVING AREAS

■■ Fast food establishments with drive-through windows are not allowed. Fast food establishments without drive-through windows must provide healthy choice offerings, such as fresh fruit, vegetables, salads, etc., as their lowest-priced menu items.

Strategies

■■ Develop a public education and community participation process to ensure involvement in making decisions that impact the health and wellness of its members.

■■ Promote walking and biking by emphasizing resources for pedestrians and cyclists instead of automobiles, including bicycle parking, bicycle storage units, benches, tables, and drinking fountains. ■■ Provide incentives for developers to include shower and changing facilities for those who commute to work on bicycles.

■■ Encourage car share programs to establish outlets in Living Area B within Subregion 4. ■■ Integrate walking and biking into the assessment of motor vehicle and mass transit transportation policies. ■■ Develop economic incentives to support a diverse mix of uses, affordable housing, and

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employment at livable wages at and around Living Area B within Subregion 4.

■■ Require appropriate buffers and environmental controls and enforce regulations to minimize adverse impacts of industrial and light industrial uses. ■■ Require that development proposals demonstrate their ability to provide ready access to a variety of community resources, such as grocery stores, parks, housing, and employment opportunities. ■■ Encourage development that supports a healthy economy and provides a variety of living-wage jobs.

Living Areas E and F (Zone 3) Existing Conditions

Living Area E is the largest living area, comprising approximately 6.5 square miles. It includes the City of District Heights as well as the 470 acres of Walker Mill Regional Park. Central Avenue to the north and Marlboro Pike and Central Avenue to the south are major east/west travel corridors. Addison Road and Ritchie Road are major north/ south connectors; Walker Mill Road provides for a cut-through route that offers an additional connection to I-495. The development potential of Marlboro Pike, as shown in the Marlboro Pike sector plan and supported by the Subregion 4 Master Plan, as well as the future of the Morgan Boulevard Metro center (located in Living Area C), could influence the economic outlook of this area. Living Area F is located on the southern end of Suitland Parkway and has approximately 4.5 square miles of land area. Bordered by Suitland Parkway to the south, Pennsylvania Avenue to the north, Washington, D.C., to the west, and I-495 to the east, Living Area F is the second largest living area of Subregion 4. The Suitland Federal Center and the associated Suitland Metro center create a federal employment base for the area. The proximity of Joint Base Andrews within the area makes Suitland Parkway not only the southern edge to the subregion but also a gateway to Washington, D.C.

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For the purpose of the Subregion 4 Master Plan effort, Living Areas E and F, along with the adjoining industrial areas that extend all the way to I-95/I-495 to the east, are combined and encompass Zone 3.

Municipalities

Like many of the Subregion 4 municipalities, District Heights is a desirable location because of its quiet neighborhoods and suburban characteristics. The city has a large number of long-time residents who are invested in the community and have no desire to leave. These are important characteristics that are often overlooked because so much time and attention is focused on the environmental challenges caused by landfills, transfer stations, and industrial sites located in close proximity to this municipality. Environmental justice is an important and real issue in the lives of residents living in District Heights. These concerns must be addressed as a condition of implementing any redevelopment strategy designed to stabilize the municipality’s declining condition. Addressing the immediate concerns of industrial encroachment and large multifamily developments located near established single-family residential areas represent short-range issues that will need immediate attention as implementation projects continue.

District Heights

District Heights was established in the first quarter of the twentieth century as a commuter suburb approximately two miles east of Washington, D.C. In the late nineteenth century, the land that became District Heights was farmland owned by Major Leander P. Williams. Williams’ farm was located along the Washington and Marlboro Turnpike, which was constructed in 1869 to facilitate easier transportation between Washington, D.C., and Prince George’s County. In 1925, the 505-acre Williams farm was purchased by the District Heights Company. The company was led by Washington, D.C., attorneys Joseph L. Tepper and David L. Blanken. Other members included Henry Oxenberg, Gilbert Leventhal, Simon Gordon, and Simon Gerber. The company selected the Williams property in part because of its elevated location. Clean water

Map 5-6: Living Area E

Living Area E

Blu

Lin

L AVENUE

* AD WALKER MILL RO

ROAD

Walker Mill Regional Park

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Central High School

E CHI

Addison Road/ Seat Pleasant Metro Station

CENTRA

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b Æ

SY LVA NI A

AVE NUE

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ITA L

AY W T L

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PE NN

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LIVING AREAS

District Heights

TVILLE ROA H I ED FO R ES

Forestville

Penn-Mar Shopping Center NORTH

PARKW

Legend

Roads Property

Buildings Parks

1/4 mi.

1/2 mi.

3/4 mi.

1 mi.

Community Landmark Living Area Boundary

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Map 5-7: Living Area F

Living Area F

Lincoln Memorial, Washington National, and Cedar Hill Cemeteries Suitland High School

AD ORO RO

EN AV

ND PA SUITLA

Suitland Federal Center

D AN TL UI

Suitland Metro Station

Forestville High School

Branch Avenue Metro Station

RKWAY

-MARLB

RICHIE

Naylor Road Metro Station

PE NN SY LV

IA AN

Suitland Bog

NORTH 0

Legend Roads Property

108

Buildings Parks

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Community Landmark Living Area Boundary

1/4 mi.

1/2 mi.

3/4 mi.

1 mi.

and sewage disposal were provided by natural springs and two streams that ran through the area. Before the construction of houses, the District Heights Company laid out streets, curbs, sidewalks, water lines, electric lines, and fire plugs. The original streets of the development were covered with gravel. By 1926, the District Heights Company had constructed approximately 25 houses, including five-room “California” bungalows and two-story, six-room American Foursquares. The new subdivision was described as a “community of homes for government employees” and a place that “answers the cry of the wage earner for a restricted community coming up to the high ideals of the average workingman and still at a price within his reach.” The Washington Post reported that “the monthly payments on the houses are less than the rent for a three-room apartment in the city and it has been computed that the government employe can own his home there entirely within twelve years.”

Unlike suburban developments in northwestern Prince George’s County, District Heights was not accessible by streetcar or public transportation. The District Heights Company provided bus service to local residents who were transported twice a day to 17th Street and Pennsylvania Avenue, SE. Public bus service was finally extended to District Heights in 1947 by the Washington, Marlboro, and Annapolis Motor Lines (later taken over by WMATA as Metrobus routes). The City of District Heights was incorporated in 1936 by the Maryland General Assembly. At the time, there were 250 residents. The following year,

In 1938, the District Heights Company was succeeded by Thriftie Homes, Inc. In the 1940s, District Heights was improved by several different developers, including District Hills, Inc., and Prince George’s Homes, Incorporated. All of the companies constructed modest, affordable, single-family houses with Federal Housing Administration (FHA) financing and were marketed to federal employees. Typical houses included Cape Cods and minimal traditional-influenced designs. These companies were subsequently replaced in 1946 when Manhattan subway builder Samuel R. Rosoff, also dubbed “Subway Sam,” established Washington Estates, Inc., and purchased the remaining 300 acres of undeveloped land in District Heights. Over the next 15 years, Washington Estates, Inc., added four sections to District Heights and operated as a merchant builder, constructing a large number of modest, modern houses. Rosoff and his son, Nathaniel B. Rosoff, streamlined construction, repeatedly using the same architectural designs throughout the community. The Rosoffs planned a 1,200-house residential development with “a distinct variety in the exterior. No two homes of like exteriors are in the same area.” Although the same architectural design was repeated on the same street, the exterior material treatment of the buildings varied, providing a diverse housing stock in District Heights.

LIVING AREAS

Initial homeowners in District Heights worked for the U.S. Postal Service, the Veterans’ Bureau, the Treasury Department, and the War Department. Commercial development was limited to the edge of the community along Marlboro Pike. A service station and the Sanitary Grocery Store (later purchased by Safeway, Inc.) were constructed in 1926 to serve the growing neighborhood. Between 1926 and 1936, the District Heights Company continued to construct new houses and sell lots for the individual houses. The company itself constructed approximately 40 houses prior to 1936.

the District Heights Elementary School was constructed, providing the first school for neighborhood residents.

The FHA-approved housing was marketed to returning veterans from World War II. The community was advertised as having “winding roads, wooded lots, and shaded streets, laid out in a manner to preserve the natural charm and beauty…. Washington Estates homes are individual, expandable bungalows, each having different exterior design. There are two bedrooms and bath on the first floor and the attics are designed for the addition of two large bedrooms and bath (some already finished) with no change in structure or design.” The first group of 80 houses sold in 1947 from $12,250 and up. As part of their development, the Rosoffs also constructed District Heights Apartments (now Approved Subregion 4 Master Plan and Sectional Map Amendment

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known as the Woodland Springs Apartments). These Colonial Revival-style garden apartments were built from 1949 through 1951. The 925-unit garden-apartment complex was located to the north of the single-family residential development constructed by Washington Estates, Inc. As the Rosoffs continued to plat new sections of District Heights, the houses gradually grew larger, moving from one-and-a-half-story minimal traditional and Cape Cod-inspired designs and one-story ranch houses to two-story Modern movement split foyers and split levels. The last section of District Heights was platted in 1963, and by 1965, all lots in District Heights had been improved.

Community Character in District Heights

District Heights is a well-developed, planned residential commuter suburb, located southeast of Walker Mill Road, northeast of Marlboro Pike, and west of Ritchie Road. Buildings in District Heights are primarily residential, with limited commercial development along Marlboro Pike. Public buildings include a fire station, municipal center, and several schools. Several churches are also located within the survey area. Buildings date from 1925 to circa 1965. There is little modern infill within the community. Building forms represented include the bungalow, American Foursquare, Cape Cod, minimal traditional, ranch house, split foyer, and split-level houses. Styles identified in the survey area include Craftsman, Colonial Revival, various examples from the Modern movement, and limited examples of the Tudor Revival and Dutch Colonial Revival. Secondary resources in the community include sheds and garages. The topography of District Heights is relatively flat with some rolling hills. Houses typically have a consistent setback, approximately 25 feet from the road. Houses constructed in the 1960s are sometimes set on the lots at an angle to the street, creating undulating patterns in the streetscape. The earliest sections of District Heights, platted in 1925 and 1929, have a rectilinear pattern, while sections platted from the 1940s through the 1960s

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have curvilinear streets with long blocks, as recommended by the FHA.

Historic Neighborhoods

Boulevard Heights and Bradbury Heights Boulevard Heights and Bradbury Heights were established in the early-twentieth century as adjoining residential subdivisions in western Prince George’s County, adjacent to the southeastern boundary of Washington, D.C. Located on the southeast side of Southern Avenue, the subdivisions were platted four years apart but developed simultaneously and now read as a single cohesive neighborhood. In 1901, the widowed Laura E. Baker of Washington, D.C., purchased 35 acres of wooded land that was originally part of the Nonesuch tract. In 1905, during Baker’s ownership, the residential subdivision of Boulevard Heights was platted, although the January 1906 plat does not state who filed the subdivision. Also in January 1906, Baker deeded the property to her unmarried daughter, Eliza B. Baker, also of Washington, D.C. Boulevard Heights was a small subdivision located on a roughly triangular parcel. The land was divided into approximately 600 lots with a rectilinear plan creating 19 blocks. Individual lots were long and narrow, approximately 20 feet wide and 100 feet deep. In May 1906, Boulevard Heights was advertised as “The finest opportunity ever offered the Washington public to own a home. No taxes. No interest. No landlord. No permits. No building restrictions. No liquor. No colored people. No malaria. No mosquitoes. No marches. Free mail delivery. Churches. Schools. Beautiful shade.” The Boulevard Heights Company offered lots for sale at $25, $75, and $100. Soon after the posting of the first advertisement in The Washington Post, Eliza Baker sold the first lot in Boulevard Heights. The subdivision was not advertised again and subsequently, the sale of lots waned and the pace of new construction was slow. In 1909, Washington, D.C.-based real estate developer Robert F. Bradbury purchased 106 acres northeast of Boulevard Heights. Bradbury paid $16,000 for the property, of which almost 18 acres

were located in Washington, D.C., on the northwest side of Southern Avenue. Responsible for developing large portions of southeast Washington, D.C., Bradbury platted Bradbury Heights in June 1909. Like the adjoining Boulevard Heights to the southwest, Bradbury Heights continued the grid pattern and street naming system of Washington, D.C. The lots, approximately 1,500 in all, also were 20 feet wide and 100 feet deep. Soon after the platting of Bradbury Heights, Eliza Baker resumed advertisements for Boulevard Heights. Sales were directed by real estate salesman Edward Daniels, who advertised that Boulevard Heights contained, “Beautiful villa sites containing from 3 to 5 acres. Up-to-date houses, with from 8 to 12 rooms.” Lot sales in Boulevard Heights began to pick up in 1910 and continued with steady sales through 1914. The onset of World War I slowed sales in Boulevard Heights. The last recorded sale from Eliza Baker occurred in 1920.

Development slowly continued in the two subdivisions through the 1920s and 1930s. Several builders, including Joseph C. Zirkle, began purchasing lots and constructing neighboring houses that were offered to prospective homeowners. Unlike the first home buyers of Boulevard Heights and Bradbury Heights who purchased vacant land, prospective home buyers of this period bought completed dwellings, typically outfitted with modern conveniences. Many houses of this period directly reflected the influence of the FHA’s guidelines for small houses and neighborhood planning, such as mass production, standardization, and prefabrication.

In 1937, Henry W. Austin, president of the Bradbury Heights Citizens Association, noted that there were “250 homes in the Bradbury Heights area. This gives us a population of more than 1,000. Numerous new houses and apartments are going up.” Largely due to the housing boom created by World War II from the mid-1940s through the mid-1950s, builders continued the tradition of constructing houses in both Boulevard Heights and Bradbury Heights that uniformly illustrate the widely accepted standards and fundamentals of FHA and the desires of potential home buyers. The Sanborn Insurance Map of the community shows limited available lots for new construction by 1959. Sporadic infill continued through the 1970s until the two subdivisions were fully improved as an early- to mid-twentieth century residential neighborhood. Today, the two subdivisions of Boulevard Heights and Bradbury Heights remain modest residential suburbs in Prince George’s County, illustrating the housing forms and styles of the early- to midtwentieth century.

LIVING AREAS

In the 1920s, buses transported residents of both subdivisions to jobs in Washington, D.C. In July 1922, Leslie L. Altman started the Bradbury Heights Bus Line, which was incorporated in 1926 as the Washington, Marlboro, and Annapolis (WM&A) Motor Lines. Two different bus lines served the community, and in 1928 residents were charged 16 cents to travel into Washington, D.C. The WM&A bus line delivered residents to Pennsylvania Avenue and 9th Street, NW.

Thus, Boulevard Heights and Bradbury Heights, with their well-established domestic facilities and accessibility to various modes of public transportation, proved to be an excellent example of the integration of the suburban ideals of home ownership and community in a single real estate transaction.

Community Character in Boulevard Heights and Bradbury Heights The community contains a wide variety of buildings constructed between 1906 and the present. The majority of buildings constructed in both Boulevard Heights and Bradbury Heights dates from 1915 through 1970. There is no discernible difference between the development plans of the two subdivisions, nor the buildings constructed in either location. There are a number of popular twentieth-century architectural styles represented in the community, including Craftsman, Colonial Revival, and illustrations from the Modern movement. Common building forms present in both subdivisions include American Foursquares, Approved Subregion 4 Master Plan and Sectional Map Amendment

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bungalows, Cape Cods, ranch houses, minimal traditional houses, split-foyers, and split-levels. The residential buildings are modest and display minimal ornamentation, typical of middle-class residences. The majority of pre-World War II era houses are small one- or one-and-a-half-story designs. Later construction is typically one-and-ahalf-story or two-story houses. The topography of the neighborhood is hilly and scattered with mature trees. Because of the terrain, many houses sit on sloping lots with exposed basements. Setbacks along the streets vary. Many of the houses constructed in the midtwentieth century have either detached garages or garages integrated into the basement level. Streets in both subdivisions adhere to a rectilinear grid. Buildings in Boulevard Heights and Bradley Heights are predominately residential with limited commercial development located along Southern Avenue. Several residential houses on the main thoroughfares of Southern Avenue and Alton Street have been rehabilitated for commercial use.

Major Land Uses Residential Land Use

Zone 3 provides for a wide variety of housing options that range from single-family detached houses to higher-density apartments. The majority of the apartments are concentrated in the area south of Pennsylvania Avenue between Marlboro Pike and Pennsylvania Avenue and southeast of Walker Mill Business Park. A few townhome developments are scattered across Zone 3 and can be found off of Addison Road, adjacent to Walker Mill Middle School, and off of Ritchie Road, immediately north of Walker Mill Regional Park. Although the variety of housing options is desirable, there is currently limited or no integration of the housing options. The townhome and multifamily apartments are secluded, many times gated and poorly connected with the rest of the street network.

Retail/Commercial Land Use

The largest commercial and retail hubs in the area are the Penn-Mar and Forestville Plaza Shopping Centers. Additional commercial strip development is

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evident along Marlboro Pike and at the intersection of Addison Road and Walker Mill Road and the Hampton Mall area. A few scattered small-scale commercial services and auto-oriented businesses can also be found along Central Avenue. Zone 3 is the largest of all the zones, and it was made clear from the community’s input and the planning team’s observations that additional neighborhood commercial and retail services are needed in the area.

Office, Flex, Industrial Land Use

Business park office space and flex space is concentrated along I-495/I-95, off of Ritchie Road. Easy and convenient access to the highway system and Washington, D.C., provides an ideal setting for light industrial uses. The area is characterized by predominately clean uses, such as the Hampton Industrial Park, Forestville Center, and Ritchie Industrial Park.

Demographic Indicators Population

Living Areas E and F have the largest populations with 28,439 and 30,343 residents, respectively. Growth occurred in Living Area E (2.7 percent) since 2000 while Living Area F experienced the greatest decline (-0.9 percent) in the subregion, losing nearly 300 residents. Along with the largest population, Zone 3 also encompasses 13.06 square miles, 45.7 percent of the land in Subregion 4, equating to a population density of 4,501 residents per square mile. The population growth over the next five years is projected to level off in Zone 3. Increasing at an annual rate of 0.1 percent, fewer than 300 new residents are expected to enter the area. Current growth patterns are continuing as Living Area F will experience a modest decline (-0.1 percent), while Living Area E will add the majority of residents (306 people). The age demographics in Zone 3 are in line with those of Subregion 4. However, Living Area E has a larger percentage of older residents than Living Area F. Only 5.8 percent of the population in Living Area F is 65 years of age or older compared to 10.4 percent in Living Area E. In addition, Living Area F, consisting primarily of Suitland, has the largest pool and highest percentage of residents

between 25 and 44 years of age (30.3 percent) of any living area. Individuals in this segment of the population are typically viewed as being in the early stages of their careers and desirable candidates for employment.

Households

The two living areas in Zone 3 have seen household growth move in opposite directions. Living Area E, largely composed of the District Heights community, added 318 households for a 3.3 percent growth. Living Area F experienced a loss in households (110 households). Overall, the net growth in households for the largest of the three zones occurred at a slow pace (1.0 percent). Current projections show the net growth rate (0.7 percent) in this zone to remain largely unchanged and to be surpassed by increasing growth rates in Zones 1 (3.1 percent) and 2 (1.5 percent). However, minimal growth is expected for Living Area F (10 households), which is a shift from the recent losses incurred.

Living Area E has the second lowest percentage of children in the subregion (2.82 percent) but has more residents per household than the area average. A possible reason for this is that, after the areas in Zone 1, Living Areas B and E have the next highest percentages of family households. These include married couples without children and other relatives living within the household. Living Area F has average household sizes closely resembling the regional average. According to estimates used for this analysis, Living Area F, very much like Living Area D, has the highest rate of single-occupant households as both exceed 26 percent.

Public Facilities

This area is home to Ritchie Fire Station and Spauldings Library. The Seat Pleasant Fire Station is also planned for this area. Eleven elementary

Natural Environment

The Southwest Branch, a primary corridor of the subregion’s green infrastructure network, runs through this area. Primary corridors include the main stems of major waterways in the region and each receives most of the runoff from surrounding land uses. Connecting these corridors is critical to the long-term viability and preservation of the green infrastructure network and will also serve to preserve the region’s water quality. Conservation and preservation of these corridors, particularly the headwater areas, will help to improve water quality downstream. The Countywide Green Infrastructure Plan identifies special conservation areas (SCAs) of significance. Two of the 13 SCAs in Prince George’s County are located in Subregion 4, one of which is located in Living Area F. The Suitland Bog is the only magnolia bog left in Prince George’s County, and it is one of only 12 remaining bogs in the Washington metropolitan area. The site is owned by M-NCPPC and is known for its rare and threatened plant life and variety of carnivorous plants.

LIVING AREAS

Although the average household size in Subregion 4 is lower than the rest of the county, in Zone 1 the average is three residents per household. Both Living Areas A (2.98) and C (3.03) have the highest rates of children within their population, which supports their higher average household sizes.

schools (Berkshire, District Heights, Edgar Allan Poe, John Bayne, Longfields, North Forestville, Samuel P. Massie, Shadyside, Suitland, Thomas Claggett, and William Beanes), three middle schools (Andrew Jackson, Drew-Freeman, and Walker Mill), three high schools (Central, Forestville Military Academy, and Suitland), and three private schools are located here. This area also has a number of park and recreation facilities. Three community centers, five community parks, eight neighborhood parks, two regional parks, and the Suitland Bog serve Living Areas E and F.

There are a number of places in this area where flooding is a problem, typically areas that were developed before the enactment of stormwater management regulations. As a result of flooding problems, intense retrofitting and innovative methods are needed, including stream bank stabilization, reducing the amount of impervious area, increasing plantings in stream bank buffer areas, and coordinating efforts to improve water quality.

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Circulation

The major east/west roadway through Zone 3, which includes Living Areas E and F, is Suitland Parkway. Suitland Parkway has no sidewalks along its entire length. The roadway is designed as a limited-access highway with signs prohibiting pedestrians from using the parkway. Another major roadway, Silver Hill Road, has sidewalks on both sides along its entire length, between Suitland Parkway and Walker Mill Road. Pennsylvania Avenue, another important east/west roadway, has no sidewalks or disconnected sidewalks at several locations. Walker Mill Road, Ritchie Road, and Marlboro Pike all have sidewalks but have sections with no sidewalks or with sidewalks on only one side of the roadway. Other streets, such as Branch Avenue and Regency Parkway, have sidewalks on one side, while Southern Avenue and Shady Glen Drive have no sidewalks in some sections.

Strengths and Opportunities Economic Development

■■ The area is currently experiencing substantial commercial growth between Marlboro Pike and Pennsylvania Avenue that will attract additional consumers and investment. ■■ The potential growth around the Suitland Metro Station could stimulate investment throughout the zone.

■■ Nearby employment centers, such as the Suitland Federal Center, Joint Base Andrews, and Westphalia Town Center, make this area very attractive to potential residents and retail/ service businesses.

Land Use and Urban Design

■■ Living Areas E and F offer a unique crosssection of living environments from very urban to the west, suburban/quiet areas in the center sections, and an almost rural/country feeling in sections of the southeast.

■■ There is potential to set the positive tone of communities through gateway enhancements from the District of Columbia into Prince George’s County. There is also the potential to set the tone entering Subregion 4 from Suitland Parkway through interchange/community gateway enhancements.

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■■ Silver Hill Road is currently seeing the benefits of commercial corridor revitalization and new retail development north of Pennsylvania Avenue. This change could be the catalyst that drives revitalization at Silver Hill Road and Suitland Road area. ■■ Although there are eight General Plan centers in Subregion 4, citizens asked if additional opportunity areas should be considered in the southern and southeastern portions of Subregion 4 to better serve the community.

Housing and Neighborhood Conditions

■■ The large number of federal employees in the Living Areas E and F represents a unique opportunity to develop new workforce housing communities that would be attractive to the large workforce.

■■ There are several active neighborhood associations within this living area. The active participation of the civic organizations presents an opportunity to work with these groups, build their capacity, and develop partnerships to address the needs of lower income households. ■■ District Heights, which is located in Living Area E, offers affordably priced housing and neighborhoods with strong single-family characteristics. New residential development adjacent to the city limits could serve as a catalyst for reinvestment.

Environmental Resources

■■ The Suitland Bog is one of the 13 special conservation areas (SCA) designated by the county.

■■ The Southwest Branch, a primary corridor of the subregion’s green infrastructure network, runs through this area. The Countywide Green Infrastructure Plan maps connected sensitive habitats of significance. Using this network as a guide, recommendations to preserve and strengthen the local green infrastructure network can be developed.

Parks and Public Facilities

■■ There are a number of park and recreation facilities: three community centers, five community parks, eight neighborhood parks, and two regional parks.

■■ This area is home to Ritchie Fire Station and Spauldings Library; the Seat Pleasant Fire Station is also planned for this area.

■■ Subregion 4 has a considerable share of the county’s excess public school capacity. Zone 3 has 23 percent unused capacity at the 11 elementary schools.

Historic Resources

Zone 3 has the following historic assets: the historic community of District Heights; Suitland House (historic site); Epiphany Church and Cemetery, Forestville Church and Cemetery, and Forestville School (all historic resources); Concord (National Register site); and Lincoln Memorial Cemetery (documented property).

Transportation

■■ Transit-oriented development at the General Plan centers can reduce the number of vehicle trips in the area and provide opportunities to expand and connect the pedestrian and bicycle network.

■■ Some of the older rental apartment areas are isolated gated communities that act as barriers, attract loitering and territorial youth activity that is damaging to the surrounding businesses, parks, schools, and single-family/townhouse residential areas.

Housing and Neighborhood Conditions

■■ Residents and stakeholders acknowledged that additional code enforcement is needed but also recommended incentives to assist homeowners in making repairs. ■■ There was a significant growth of higherdensity residential development within close proximity to existing neighborhoods that consist primarily of single-family detached homes. Residents of older, traditional neighborhoods feel their property values and way of life is adversely impacted by these developments.

Economic Development

■■ Although there are strong neighborhood associations actively involved in this living area, there is a need for capacity building assistance in order for them to be effective in assisting the county’s neighborhood revitalization efforts.

■■ Living Area F has the highest percentage of renters in the subregion. The low owneroccupied rate contributes to constant turnover in the population resulting in reduced stewardship of the area and changing priorities.

Environmental Resources

Issues and Challenges

Land Use and Urban Design

■■ The southeastern portion of the Forestville– Ritchie Road area is severely limited in use and development by the Joint Base Andrews flight zone building height and occupancy limitations. ■■ The suburban character and development density mindset for Zone 3 is not appropriate for this entire portion of the subregion. There is a need to establish some new land use/ development requirements that would guide more urbanized, pedestrian-friendly, mixed-use development into underutilized commercial sites.

LIVING AREAS

■■ The nearby developments occurring at Westphalia and the Branch Avenue Metro Station will increase the direct competition for investment in Zone 3.

■■ Currently there are no established architectural or housing design guidelines to ensure that new developments follow sound residential development principles. ■■ Excessive noise occurs along highways, at intersections, and beneath the Joint Base Andrews flight path. ■■ Periodic air pollution exists.

■■ Stormdrains on Homer Avenue are in poor condition.

■■ The main stem of Henson Creek, which lies outside the planning area, experiences severe flooding problems.

Parks and Public Facilities

■■ Frequent electrical blackouts occur.

■■ There is a lack of police visibility, and long response times occur.

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■■ There is a need to protect Henson Creek Stream Valley Park, the Temple Hills Community Park, and the Branch Avenue Neighborhood Park.

Historic Resources

■■ The location and setting of the area surrounding Ridgely School is incompatible with the goal of celebrating the school as a historic resource. ■■ The historic sites within the plan area are not demarcated.

Transportation

■■ Conditions will have to improve with creative pedestrian and cyclist linkages that connect not only the Metro stations with the adjacent areas but also to key landmarks in the area.

■■ Heavy commuter traffic on major thoroughfares cuts through the communities of Subregion 4. The volume of traffic creates congestion during rush hour on the major corridors and in some neighborhoods. ■■ Pedestrian safety is a major concern in Living Areas E and F, especially along Central and Pennsylvania Avenues. ■■ Traffic from events at FedEx Field impedes local traffic from moving through the neighborhoods and residents from accessing their homes. ■■ The sidewalk network is incomplete. Many roadways either have no sidewalks or the existing sidewalks are too narrow.

Recommendations

Land Use and Community Design Outlined below for easy reference is a summary of the key policy statements and pilot project action sites that were envisioned for Living Areas E and F. ■■ Preserve and increase industrial land use wherever possible along the eastern perimeter of the subregion.

◊ Action Sites: Forestville Shopping Center area.

■■ Reassign isolated commercial parcels that are no longer economically viable as neighborhoodserving commercial clusters.

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◊ Action Sites: Walter Lane commercial (7-Eleven) site

■■ Encourage Central Avenue and Marlboro Pike commercial corridor node/cluster development.

◊ Action Sites: Morgan Boulevard/Central

Avenue frontage, Marlboro Pike at Eastern Avenue, Nova Avenue, Brooks Drive, Silver Hill/Old Silver Hill Road, Great Eastern Plaza, Penn-Mar Shopping Center.

■■ Direct office development to the centers.

◊ Action Sites: Suitland Metro center along Silver Hill Road.

■■ Focus high-density condominium and apartment living to the centers.

◊ Action Sites: Suitland Metro center along Silver Hill Road.

■■ Direct commercial/retail development to the centers.

◊ Action Sites: Suitland Metro center along Silver Hill Road and Suitland Road.

■■ Reestablish the green infrastructure network by redeveloping key sites along greenway corridors.

◊ Action Sites: Apartment complexes between Cricket Ridge and Suitland Community Center and School.

■■ Site an additional village center at Donnell Drive to serve the southeast corner of the subregion.

◊ Action Sites: Mall and shopping center

redevelopment for urban lifestyle center.

■■ Preserve and conserve existing older neighborhoods.

◊ Action Sites: Boulevard Heights, Bradbury

Heights, Suitland, District Heights, Forestville.

■■ Develop single-family houses and townhouses only in the living areas; apartment/condo living should be relegated to the centers.

■■ Preserve and strengthen commercial business in General Plan centers, shopping nodes, and in main street areas.

◊ Action Sites: Suitland and Silver Hill Roads, Forest Village Park Mall, Walker Mill Village Shopping Center, and Marlboro Pike Corridor.

■■ Develop mixed-uses within one-half mile of centers.

◊ Action Sites: Suitland Manor Site, Morgan Boulevard, and Central Avenue.

■■ Plan for additional police and fire uses in the south areas. ■■ Limit mixed-use overlay zones.

■■ Create distinct overlay zones for commercial, industrial, and residential guidelines.

■■ Reassign land use for high-density residential areas that are slipping into Section 8.

◊ Action Sites: Larger, high-density apartment

complexes surrounding Pennsylvania Avenue.

■■ Reassign commercial corridor areas that have outlived their useful lifespan and designate to residential use.

◊ Action Sites: Marlboro Pike between Foyer and Opus Avenue, Marlboro Pike between Upland Avenue and Xavier Lane, and Suitland Road properties east of Silver Hill Road.

■■ Remove or relocate the land uses that cause truck traffic impacts in the residential areas. Forestville–Ritchie Road area.

■■ Develop a hierarchy of urban road and streetscape standards for the area.

■■ Develop prescribed industrial park development standards and public realm guidelines. ■■ Develop urban park, plaza, and open space standards applicable within the General Plan centers, corridor nodes, and neighborhood commercial centers.

Housing and Neighborhood Policy 1

Establish formal working relationships with human resource administrators to promote living closer to work in order to increase the number of federal employees that live within a three-mile radius of the federal employment centers in Living Areas E and F.

■■ Work with local employers to design and establish a workforce home benefit program for federal employees who want to live close to work.

Policy 2

Work with the City of District Heights to identify a suitable location for a “Model Block Homeowner Rehabilitation Program” that will increase the number of owner-occupied homes in District Heights with no outstanding code violations.

Strategy

■■ Work in cooperation with the City of District Heights to develop criteria for the selection of a Model Block site; work with a nonprofit community development corporation to secure public funding and conventional line of credit to fund home repairs within designated Model Block site.

Environment Policy 1

Preserve environmental resources.

Strategies

■■ Ensure that the Suitland Bog SCA and the critical ecological systems supporting it are protected by increasing the minimum regulated stream buffer width to 75 feet.

LIVING AREAS

◊ Action Sites: Walker Mill Business Park,

Strategy

■■ Address flood-prone areas and areas with recurring drainage issues through retrofitting, stream bank stabilization, reducing the amount of impervious area, increasing plantings in stream bank buffer areas, and coordinating efforts across agencies to improve water quality. The areas in Zone 3 requiring evaluation include the Southwest Branch and its tributaries, Oxon Run tributary, and the Henson Creek tributary.

■■ Address drainage issues in developed areas near the Southwest and Ritchie Branches and north of Suitland Parkway.

Public Facilities Policy

Ensure that public facilities are adequate to serve the local population. Approved Subregion 4 Master Plan and Sectional Map Amendment

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Strategies ■■ Consider creating small libraries within existing community centers to better serve surrounding neighborhoods.

Historic Preservation Policy

Preserve local historic sites and resources.

Strategies

■■ Support and facilitate the nomination of District Heights Apartments to the National Register of Historic Places.

■■ Protect Ridgely School’s setting by securing the property fronting MD 214 and maintaining it as an open space buffer between the school and the highway.

Transportation

For roads and transit recommendations, see Chapter 8, Transportation Systems.

Policy 1

Develop bicycle-friendly roadways to improve connectivity throughout Zone 3.

Strategies: Short-Term

■■ Pennsylvania Avenue: Implement a sidepath for pedestrian and bicycle traffic from Southern Avenue to the Capital Beltway. ■■ Suitland Road: Implement bike lanes from Southern Avenue to Suitland Parkway.

■■ Silver Hill Road: Implement bike lanes from Suitland Parkway to Walker Mill Road.

■■ Walker Mill Road: Implement bike lanes and sidepath from Silver Hill Road to the Capital Beltway.

■■ Brooks Drive: Implement bike lanes from Silver Hill Road to Marlboro Pike. ■■ Regency Parkway: Implement bike lanes from the dead-end south of Suitland Road to Surrey Service Drive just south of Pennsylvania Avenue. ■■ Regency Parkway: Implement bike lanes from Pennsylvania Avenue to Marlboro Pike. ■■ District Heights Drive: Implement bike lanes from Scott Key Drive to Marbury Drive.

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■■ Ritchie/Forestville Road: Install bike lanes from Central Avenue to Pennsylvania Avenue.

Strategies: Mid-Term

■■ Marlboro Pike: Implement bike lanes from Southern Avenue to Capital Beltway.

■■ Ritchie Road/Forestville Road: Implement bike lanes from Central Avenue to Suitland Parkway. ■■ Donnell Drive: Implement bike lanes from Beltz Drive to Marlboro Pike. ■■ D’Arcy Road: Implement bike lanes from Ritchie Road to the Capital Beltway.

■■ County Road: Implement bike lanes from Marlboro Pike to Walker Mill Road.

■■ Marbury Drive: Implement bike lanes from District Heights Parkway to Newglen Avenue.

Strategies: Long-Term

■■ Rochelle Avenue: Install bike lanes from Walker Mill Road to dead-end past Hazelwood Drive. ■■ Hazelwood Avenue: Install bike lanes from Walker Mill Road back to Addison Road including extension to connect to Addison Road.

■■ Rochelle Avenue: Implement bike lanes from Walker Mill Road to dead-end past Hazelwood Drive.

Policy 2

Improve pedestrian connectivity throughout Zone 3 by installing sidewalks.

Strategies: Short-Term

■■ Central Avenue: Install sidewalks from Southern Avenue to Balboa Avenue.

■■ Capitol Heights Boulevard: Install continuous sidewalks from Davey Street to Marlboro Pike. ■■ Addison Road: Install continuous sidewalks from Walker Mill Road to Central Avenue.

■■ Addison Road-Seat Pleasant Metro Station: Install pedestrian amenities to improve safety at the Metro station area. ■■ Glacier Avenue: Install continuous sidewalks from Marlboro Pike to Nova Avenue.

■■ Nova Avenue: Install continuous sidewalks from Marlboro Pike to beyond Ellis Street to provide improved pedestrian access to schools. ■■ Central Avenue at Addison Road: Install pedestrian amenities including crosswalks, a countdown signal, and ADA-compliant ramps at the intersection. ■■ Walker Mill Road at Addison Road: Install pedestrian amenities including crosswalks, a countdown signal, and ADA-compliant ramps at the intersection.

■■ Capitol Heights Boulevard at MD 332: Install pedestrian amenities including crosswalks, a countdown signal, and ADA-compliant ramps at the intersection.

■■ Marlboro Pike at Brooks Drive: Install pedestrian amenities including crosswalks, a countdown signal, and ADA-compliant ramps at the intersection.

Strategies: Mid-Term

■■ Marlboro Pike: Install sidewalks from Ritchie Road/Forestville Road to Capital Beltway. ■■ Marlboro Pike: Install sidewalks from Silver Hill Road to Aztec Drive.

■■ Walker Mill Road: Install sidewalks from Shady Glen Drive to Ritchie Road. ■■ Shady Glen Drive: Install sidewalks from Central Avenue to Walker Mill Road.

■■ Shady Glen Drive: Install sidewalks from the section of Shady Glen that loops to the south of Walker Mill Road from Walker Mill Road to Migliori Court. ■■ Ritchie Road/Forestville Road: Install sidewalks from Walker Mill Road to Pennsylvania Avenue.

■■ Donnell Drive: Install sidewalks from Pennsylvania Avenue to Beltz Drive.

■■ D’Arcy Road: Install sidewalks from Ritchie Road to Capital Beltway.

■■ County Road: Install continuous sidewalks from Marlboro Pike to Walker Mill Road. ■■ Marbury Drive: Install sidewalks from District Heights Parkway to Newglen Avenue.

Strategies: Long-Term

■■ Marlboro Pike: Install high visibility and contrasting sidewalk treatments at all intersections and curb cuts. ■■ Cabin Branch Drive: Install a sidepath from Sheriff Road to Columbia Park Road.

Policy 3

Provide new trails and improve trail connectivity throughout.

Strategies: Short-Term

■■ There are no short term trail recommendations.

Strategies: Mid-Term

■■ Eastern Trail: Establish on-road trail between Walker Mill Road and Seat Pleasant Drive with adjoining links.

LIVING AREAS

■■ Silver Hill Road at Marlboro Pike: Install pedestrian amenities including crosswalks, countdown signal, and ADA-compliant ramps at the intersection.

■■ Ritchie Road/Forestville Road: Install sidewalks from Pennsylvania Avenue to Suitland Parkway.

■■ Cabin Branch: Establish proposed trail along Cabin Branch between Addison Road and Walker Mill Road.

■■ D’Arcy Road: Establish proposed trail alignment along Ritchie Branch from D’Arcy Road to join the previous trail on Southwest Branch near Walker Mill Road.

Strategies: Long-Term

■■ Eastern Trail: Establish on-road trail between Walker Mill Road and Seat Pleasant Drive with adjoining links. ■■ MD 4 within the Capital Beltway: Complete a trail along the north side of MD 4 (Pennsylvania Avenue) along its entire length within the Capital Beltway.

■■ MD 4 to the Oakland Neighborhood Park: Provide an M-NCPPC stream valley trail along Approved Subregion 4 Master Plan and Sectional Map Amendment

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Oxon Run within the study area. Extend the trail from MD 4 to the Oakland Neighborhood Park.

Industrial Centers Industrial Uses

Industrial uses in Subregion 4 generally include manufacturing and industrial parks, warehouses, and distribution centers, as well as other employment such as office and service uses. These uses are largely located in the predefined employment centers but also exist in smaller areas throughout the subregion. To gain an initial understanding of the levels of industrial activity and how it is evolving, an ongoing study by the Urban Studies and Planning Program at the University of Maryland, headed by Professor Dr. Marie Howland and commissioned by the Prince George’s County Planning Department, was utilized. The report is entitled “Prince George’s County Industrial Land Use Study, Deliverable 5,” dated June 19, 2008. The following narrative describes the current condition of the nine industrial areas identified by Dr. Howland and her research team. Additional data and graphic references are available in the report.

New Carrollton Metro

The area surrounding the New Carrollton Metro Station is categorized as a Type 3 (deindustrializing and transforming); it has already de-industrialized and transformed into a commercial/office district. Demand for office and retail is high, particularly in the Metro East Business Community, and the land is too valuable for industrial activity to survive. The vacancy rate is nine percent for the 19 buildings. Many of the buildings are under 30 years old and are one or two stories high. The area has another 674,000 square feet in proposed rentable building area, with these structures being mostly traditional office high-rises. Average time on market is 16.1 months.

Ardmore Park

Ardmore Park is bordered by US 50 on the north and west, Martin Luther King Jr Highway on the east, and Landover Road (MD 202) on the south and west. This area contains the Landover Metro Station. In addition to the Ardmore Industrial

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Park, this area contains Ardmore Industrial Center, Landover Distribution Center, Washington Commerce Center, and the Ardwick Ardmore Industrial Park. There are 111 properties total, with 94 being industrial or flex. Only ten of the 94 properties are owner-occupied. The industrial and flex buildings are primarily warehouses; the retail structures are general-freestanding. The vacancy rate of industrial property in this area is low. It was 20 percent in 1998 but is currently 10 percent, below the county average of 13.4 percent. The average rent runs $6.01 per square foot, compared to $6.16 for the county. The time a rental unit sits on the market is seven months, compared to the county average of 13.5 months. Ardwick and Ardmore industrial areas are categorized as Type 5 areas (healthy industrial areas). All the major indicators for both industrial and flex and office/retail—vacancy rate, time on market, rental rate—are below the averages. Average building age is 31.7 years for Ardwick and 35.4 years for Ardmore Park, so the structures are relatively young. The buildings are in a good location, either along US 50 or near the Capital Beltway. Vacancy for industrial building space reached a maximum of 25 percent in 1999 but has been lower ever since; in 2005 it was three percent. Office/retail vacancy has been below four percent for over ten years. Industrial and flex rent rates have been steady at around $5.00 per square foot.

Cabin Branch/US 50

Cabin Branch/US 50 contains the Cheverly Metro Station, and is just west of Ardmore Park. US 50 is on the north, Martin Luther King Jr Highway is on the south. The area also contains the Blake Industrial Park, the National Commerce Park, the Congressional Gateway Center, and the Cabin Branch Distribution Center. The area includes 63 properties, 56 of which are industrial and 7 are office/retail. The area is a Category 5 (healthy industrial area). There are some vacancies, with the industrial and flex rate at 15 percent, which is above the 13.4 percent county average. But most buildings have been fully leased for over ten years. The rental rate for industrial and flex is $5.00 per square foot, more than a dollar less than the county average. Several move-ins were scheduled during the summer of 2008, which will lease over 200,000

square feet of the 504,000 currently available. The average time on market in the area for industrial and flex buildings is 19.6 months, well below the county average of 32.4 months. The group of buildings along Marblewood Road could be classified as transitional. These may be developed into other uses if the market demanded. These buildings are older and smaller than the rest in the area and contain many car repair shops and smaller businesses, most of which have been fully leased for ten years.

Kenilworth/US 50

Kenilworth/US 50 industrial area occupies the section south of US 50 and east of Eastern Avenue. Kenilworth Avenue/ I-295 runs through the center. The area is completely industrial, and there are only nine buildings, all of which are rental. The area is a Type 4 (competitive land use succession). A healthy area overall with a good location, it borders Washington, D.C. Most of the buildings have been fully leased since 2002; only one has had any vacancy fluctuation over the past six years. The area has a higher than county average vacancy rate, but the reason is the high vacancy rate in one structure at 4800 Addison Road. This 340,000 square-foot building has been abandoned for ten years and is scheduled to be demolished. Were it not for this structure the rest of the indicators—vacancy, time on market, etc.—would

Attention should be paid to protect the existing industrial structures and sections since they remain viable entities. The area does have a history of uses other than industrial and encroachment may occur. The property at 1761 Olive Street was formerly condominiums and was converted to a warehouse in 2006 (the building was originally constructed in 1955).

Landover Metro Center

Landover Metro center runs along the Beltway (eastern border), with Landover Road on the north and Central Avenue on the south. The western edge is about one mile inside the Capital Beltway. The area contains FedEx Field, along with Landover Centre 2, the 95 Office Park, the Landover Metro Station, and Centre Point. Landover Metro center is categorized as Type 4 (competitive land use succession). The industrial areas are healthy, but there is some pressure from encroaching office and retail. The vacancy rate for industrial and flex is eight percent; for office/retail, the vacancy rate is currently 12 percent, and it has hovered around 10 percent for the past decade. Both are under the county and subregion averages of 13.4 percent and 14 percent respectively. The industrial and flex vacancy has not risen above 14 percent since 1998, and rents have increased about $1 per square foot over the same time frame. Overall, rental rates are about average.

LIVING AREAS

Office/retail buildings are currently 68 percent vacant. This is due to two office buildings (the former Giant grocery headquarters) on Sheriff Road that are 100 percent vacant and have been since 2007. The remaining five office/retail buildings are 100 percent leased. Average time on market for office/retail in the area is 9.7 months, below the subregion average of 13.4 months. Furthermore, the section south and east of the Cheverly Metro Station is currently vacant. It is zoned as industrial, but there is a residential section between it and the Metro station. Rezoning should be considered in order to maximize the use around the Metro station, since additional industrial development could be difficult there. Although this area is categorized as a Type 5 (healthy industrial area), it deserves further study because of its proximity to the Metro station.

be well below average. This parcel was rezoned in the first half of 2007 and was changed to a mixed land use. Once the vacant building is torn down, the area will be considered 100 percent healthy and vibrant. Because of rezoning to mixed use and the proximity to the Metro station, this is a Type 4 (competitive land use succession), and it bears further study.

Time on the market for industrial space is 16.2 months and for office/retail it is 4.5 months, both below the average. There is, however, about 30,000 square feet of industrial space that has been on the market for over two years. This is also the only area in Subregion 4 where the flex buildings outnumber the industrial, so the area has a potential to be configured as needed. Zoning categories vary across the area, and the area deserves further study.

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Current industrial sites may need some protection against encroaching uses. There is one vacant, cleared area south of the stadium. This is currently zoned as either commercial or residential planned community. Given that this site does not have good access to the Capital Beltway and is surrounded by residential properties, the current nonindustrial zoning choice may be more appropriate. Access would be along both Central Avenue and Garrett A. Morgan Boulevard.

Hampton Park/Steeplechase 95

Hampton Park/Steeplechase 95 is just south of Landover Metro center, with Central Avenue on the north. Walker Mill Road is the southern border; the Capital Beltway is on the east. The area extends about one mile west inside the Capital Beltway. In addition to Hampton Park and the Steeplechase 95 International Business Park, the area contains Kingdom Square, the Hampton Business Park, Ritchie Road Industrial Center, and Central Industrial Park. The area encompasses over 130 properties in all, more than 100 of which are industrial sites. Hampton Park/Steeplechase 95 is classified as Type 5 (healthy industrial area). Both types of buildings—industrial/flex and office/retail—are in very good shape. Vacancy rates are under 10 percent and have been since 2005. Time on the market is below average at 26.7 months; the county average is 32.4. Roughly half of the vacant square footage for industrial space has been on the market for 12 months or less. Rent for industrial—most of which are warehouses—is $7.02 per square foot, almost a dollar per square foot above the warehouse rent average for the county. The rental rates for industrial and flex have also increased over time, rising from $4.50 per square foot in 1999 to the $7.02 current rate. Vacant land in the southeast corner of this area stands out. The land is zoned industrial and has a good location (the cloverleaf of the Capital Beltway and Ritchie-Marlboro Road). Fourteen buildings have been proposed for this section—11 industrial and three office buildings. These will add a total of almost 1.2 million square feet in rentable building area. Part of this location is destined to become a

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foreign trade zone. Accordingly, the area should remain primarily industrial. Attention should be paid to protect the industrial sites, given the excellent location, vibrant health, and the possibility of competing uses.

Walker Mill Business Park/Capitol Heights The area is at the intersection of Walker Mill Road and Addison Road South. The four industrial properties, part of the Walker Mill Business Park, are either warehouses or truck terminals. There are two retail establishments in the area. The existing industrial economy is healthy, classified as a Type 5 (healthy industrial area), with an average rent of $9.15 per square foot. All buildings are fully leased and have been for the last year. Although there was a 40 percent vacancy rate in 2005, a year later the area’s vacancy rate was only ten percent. Overall, the properties have mostly been stable and occupied for the past ten years. (Time on market data are not available.) A review of previous land uses further suggests that this area remain industrial. There are six primary areas within this area that were formerly mined. Only half have road access. Some of these areas are elevated above the surrounding terrain, and there are several stormwater runoff spots. These areas may need brownfield remediation and road access added in order to be redeveloped.

Forestville/Penn Avenue Corridor

The Forestville/Penn Avenue corridor is bordered by Walker Mill Road on the north, the Capital Beltway on the east, and Pennsylvania Avenue on the south. The Forestville/Penn Avenue corridor extends west for about a mile inside the Capital Beltway. Rent for industrial and flex space is $7.71 per square foot, which is above the warehouse rate ($6.16), but below the flex average ($12.22). The rental rate has increased steadily over time, going from $4.00 per square foot to the current rate of $7.71. There is no evidence of encroachment from other uses. Rent for the 35 office/retail buildings is $22.27 per square foot, which is below the subregion average of $23.04. The office/retail vacancy rate is at 17 percent, above the county average of 14 percent for office/retail.

The average time on the market for industrial and flex space in the Forestville/Penn Avenue corridor is 6.9 months; over 100,000 square feet of the vacant space in this development was on the market for three months or less. For office/retail, the average time on the market is 15.3 months, which is slightly above the subregion average of 13.5 months. This area is categorized as another strong Type 5 (healthy industrial area).

PennBelt

PennBelt is the most southern industrial area within Subregion 4. The area is bordered by Pennsylvania Avenue on the north, the Capital Beltway on the east, and Suitland Parkway on the south. Similar to several other industrial areas in this subregion, PennBelt extends about a mile west inside the Capital Beltway. There are 88 properties, with 53 industrial and flex buildings and 35 office or retail. Eight buildings are owner-occupied.

Implications

Although it is likely that a prolonged slowdown of economic activity eventually will adversely impact the industrial market, the market data indicate that the portions of Prince George’s County nearest to the Capital Beltway, including Subregion 4, are highly desirable to industrial users. As mentioned, Subregion 4 provides an industrial user excellent access to local, regional, and national markets. Given that the District of Columbia government has made consistent decisions to limit, and even eliminate, industrial uses from its borders, areas like Subregion 4 provide the next best location to those companies that serve Washington, D.C., clients. Furthermore, Prince George’s County and Subregion 4 provide a better value to industrial users, as lease rates are below regional competitive

Goals

■■ Work toward reducing the perceived or real negative environmental impacts of industrial users, particularly in Zone 2.

■■ Develop the regulatory tools necessary to promote private investment in high-end, clean industrial and research uses.

■■ Implement zoning and land use guidelines that ensure neighboring uses complement, and not conflict, with the planned physical environment of each living and industrial area. ■■ Provide intermediate uses or buffers between existing and expanding residential and industrial areas.

■■ Designate and reallocate underperforming or blighted industrial land uses based on locational attributes and market conditions.

■■ Implement initiatives and provide incentives for commercial and industrial businesses to relocate within Prince George’s County. ■■ Establish a priority for industrial users to locate adjacent to major thoroughfares, improving the competitive advantage in Subregion 4.

LIVING AREAS

PennBelt is a strong Type 5 (healthy industrial area). The vacancy rate is at two percent for industrial and flex space. The high for this metric was 12 percent back in 2005 but has been below eight percent for most of the decade. Current rental rates average $6.30 per square foot, but the average time on the market is 8.9 months for industrial and flex, well below the county average. Average building age is about 32 years. The location is very good for industrial uses with access to the Capital Beltway, Suitland Parkway, and Pennsylvania Avenue.

areas. It was reported that local lease rates were one-half of some Washington metropolitan competitors.

■■ Establish dedicated truck routes within Subregion 4 while enhancing enforcement.

Proposed Industrial Use Development Pattern Policy 1

Preserve and enhance existing industrial uses wherever possible along the northern and eastern perimeter of the subregion. Sites where policy should be enacted: ■■ Ardwick-Ardmore industrial areas (Zone 1). ■■ I-295 frontage (Zone 2).

■■ I-295/US 50 and Metro rail triangle (Zone 2). ■■ Columbia Park Road and Cabin Branch area (Zone 2). ■■ Forestville Plaza site and surrounding Forestville Center industrial sites (Zone 3).

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■■ Miscellaneous remnant sites along the Capital Beltway industrial areas along the south end of Forestville Road (Zone 3).

Policy 2

Improve the relationship between viable industrial and nonindustrial areas by enhancing buffers. Sites where policy should be enacted: ■■ Ardwick-Ardmore industrial areas (Zone 1) ■■ Washington Commerce Center (Zone 1) ■■ Spectrum 95 Corporate Center (Zone 1)

■■ Cabin Branch Industrial Center (Zone 2) ■■ US 50 industrial area (Zone 2)

■■ Marblewood industrial area (Zone 2)

■■ Forestville Center industrial areas (Zone 3) ■■ Hampton Park industrial areas (Zone 3)

Strategies

■■ Modify existing buffer requirements and standards in the zoning ordinance and Landscape Manual to provide improved protection to neighboring nonresidential properties.

■■ Provide incentives to industrial property owners to improve existing buffers to adjacent nonindustrial uses. ■■ Ensure enforcement of existing regulations to ensure that adequate buffers exist between industrial and nonindustrial uses.

Policy 3

Work with existing industrial users within the growth centers to find suitable relocation sites within Prince George’s County. Sites where policy should be enacted: ■■ Landover Metro area between Landover Road and Pennsy Drive (Zone 1).

■■ Morgan Boulevard Metro Station, south side of Central Avenue (Zone 1).

Policy 4

Rezone blighted, vacant, or underutilized properties adjacent to existing industrial areas to expand the local industrial base and reduce inconsistent development patterns.

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Sites where policy should be enacted: ■■ Remnant nonindustrial parcels in the ArdwickArdmore Industrial Park (Zone 1). ■■ Isolated residential parcels along I-295 and US 50 frontage (Zone 2). ■■ Forestville Shopping Plaza on Marlboro Pike (Zone 3).

Policy 5

Reassign industrial parcels adjacent to residential areas if industrial is impactful, blighted, or underutilized. Sites where policy should be enacted: ■■ Marblewood Avenue/Cedar Heights industrial area (Zone 2). ■■ Walker Mill Business Park (Zone 2).

Policy 6

Mitigate the impacts on residential areas of heavy truck traffic from offending industrial uses. Sites where policy should be enacted: ■■ Ardwick-Ardmore industrial areas (Zone 1).

■■ Marblewood Avenue/Cedar Heights industrial area (Zone 2). ■■ Walker Mill Business Park and ForestvilleRitchie Road area (Zone 3).

Chapter

Centers and Corridors

S U B R E G I O N

4 Introduction Centers and corridors are important to the overall development plan of the subregion. According to the 2002 General Plan, medium- to high-density (residential, office, and retail), mixed-use and pedestrian-oriented development is concentrated at centers. This dense development pattern allows for the revitalization of the housing and retail markets that is necessary for the viability of the subregion while protecting the established lower-density neighborhoods. Corridors within the Developed Tier and Subregion 4 generally contain a higher intensity of residential and nonresidential land uses and a greater mix of uses that are regional in scope. This development should occur at selected corridor nodes and be planned as transit-oriented development.

CENTERS AND CORRIDORS

M A S T E R P L A N

Eight of the 26 centers designated by the General Plan are located within Subregion 4. Most of these Approved Subregion 4 Master Plan and Sectional Map Amendment

125

Map 6-1: Overview Plan of Centers

NEW CARROLLTON METRO 50

Ard wic k-

Ard mo re R d

LIVING AREA A

LANDOVER METRO

GLENARDEN

CHEVERLY

Columbia 704 Park Rd

Kin gJ r., H wy

F TO C RI ST

SEAT PLEASANT

CAPITOL HEIGHTS METRO

Ave

de Ave Shadysi

218 Su itla nd

MORGAN BOULEVARD METRO LIVING AREA C

Central Ave

Walker Mill Rd Rd hie Ritc

ST RI C TO F

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O LU M BI A

n Rd Addiso

214

332

CAPITOL HEIGHTS

Garrett A Morga n

Ma rtin Lut he r

A BI M LU O

nt Dr leasa P t a Se

ADDISON ROAD-SEAT PLEASANT METRO

495

Bishop Peebles

Hil l Rd

FAIRMOUNT HEIGHTS

LIVING AREA D

La nd ov er Rd

Sheriff Rd

DI LIVING AREA B

LANDOVER GATEWAY METRO

Reds kins Rd

202

CHEVERLY METRO

LIVING AREA E

Pe DISTRICT HEIGHTS nn sy lva Mar nia lbor r Hill 458 o Pik Av Silve e e 4

495

SUITLAND METRO

LIVING AREA F

Legend Centers Along the Orange Metro Line

Centers Along the Blue Metro Line

Landover Gateway Center

Living Area Boundaries

0 1/8 mi. 1/4 mi.

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Centers Along the Green Metro Line

1/2 mi.

3/4 mi.

1 mile

NORTH

centers are located around the county’s existing or planned transit stations to take advantage of the transportation infrastructure, accessibility, and high volume of transit users. Additionally, great potential for land assembly, acquisition, and development exists at these centers due to their abundance of vacant or underutilized sites and large parking lots owned by the Washington Metropolitan Area Transit Authority (WMATA), an agency which is actively seeking partners for joint development on Metro property. Similarly to the center designations, the 2002 General Plan also targets growth along seven corridors within the county. Two of these corridors, Pennsylvania Avenue (MD 4) and Central Avenue (MD 214), are found in Subregion 4. The General Plan recommends that corridor nodes be identified during the master plan process to provide for more intensive uses at appropriate locations within one-quarter mile of these key transportation routes in the county. This chapter describes the existing conditions of the eight Subregion 4 centers, prioritizes centers in order to focus development, and provides an assessment of the fiscal and economic impact of future development. Additionally, goals, policies, strategies, recommendations for land use, urban design concepts, and conceptual regulating plans are described for each center. Also, the two General Plan in Subregion 4 corridors are described at the end of this chapter.

Seven of the eight growth centers are located at transit stations along three lines of the WMATA rail system. Each is surrounded by its own unique set of features, but all primarily import and export residents and workers into, out of, and around Prince George’s County. Additionally, New Carrollton Metro center is also served by Maryland Area Regional Commuter (MARC) transit, Amtrak, and national bus carriers. Though near rail transit, the Landover Gateway center is the only growth center that does not have a transit station.

Metropolitan Centers have a high concentration of land uses and economic activities that attract employers, workers, and customers from other parts of the Washington metropolitan area, such as large government service or major employment centers, major educational complexes, or high-intensity commercial uses. High-density residential development may also be located in or very near metropolitan centers. Metropolitan centers should be served by mass transit. New Carrollton Metro is a metropolitan center. Regional Centers are locations for regionally marketed retail centers, office and employment areas, some higher educational facilities, and possibly professional sports and recreation complexes primarily serving Prince George’s County. High-density residential development may be an option at these centers if the needed public facilities and services, particularly schools and transit, can be provided. Regional centers should be served by rail or bus mass transit systems. Morgan Boulevard Metro, Landover Gateway (formerly Landover Mall), Landover Metro, and Suitland Metro are regional centers. Community Centers have a concentration of activities, services, and land uses that serve the immediate community near these centers. These typically include a variety of public facilities and services; integrated retail, office, and some residential development; and can include mixeduse and higher-intensity redevelopment in some communities. Community centers should also be served by mass transit. Addison Road-Seat Pleasant Metro, Capitol Heights Metro, and Cheverly Metro are community centers.

CENTERS AND CORRIDORS

Growth Center Characteristics

These centers were categorized by the 2002 General Plan into three different designations, based on anticipated scale of development:

Profile of Centers Based on the study of conditions leading to successful local and national transit-oriented development (TOD) and an evaluation of development potential at the Subregion 4 centers, seven key factors that influence the degree and timing of concentrated development occurring at

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127

transit stations have been identified. These factors are:

place or proposed. The level of recent and pipeline development activity was assessed.

1. Demographics and Local Economy. The degree and timing of concentrated development is tied to the extent of the existing residential population and commercial base and the growth center’s potential for increased density or increased employment base to support TOD. Accordingly, the current number of residents, number of businesses, and median income levels were taken into account as demographic and economic factors.

7. Phasing and Timing Issues. The likelihood of developing a center based on TOD principles increases when the opportunity exists to modify preliminary plans to correspond to appropriate TOD uses and densities. Growth centers with proposed projects or a noticeable degree of private developer interest are of particular interest.

2. Accessibility. Transit stations with a high degree of accessibility, including pedestrian, bicycle, automobile, and other transit modes, are prime for TOD. Existing transportation connections and multimodal options were therefore evaluated. 3. Real Estate Market Conditions. Under ideal conditions, the local and regional real estate market can support the addition of TOD (e.g., multifamily residential, office/retail, entertainment, hospitality). In addition, properties near transit stations sell easily, have strong absorption rates, and have healthy lease rates/sales prices. These conditions were evaluated for each center and the broader surrounding market. 4. Attractions and Amenities. Stronger near-term potential is found at growth centers that are proximate to destination-serving attractions and amenities. The presence and scale of sporting and entertainment venues, educational institutions, and commercial nodes or corridors were evaluated. 5. Available Land for TOD. The properties available for development or redevelopment either through acquisition or land assembly near transit stations offer near-term potential for TOD. The presence of large vacant or underutilized sites were factored into account. 6. Private Sector Investment/Support. Potential for near-term TOD is heightened when areas surrounding transit stations have private sector support and private development projects are in

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The eight growth centers were assessed according to the seven factors described above in order to evaluate the potential development phasing of the centers. The development phasing assessments are: ■■ Strong: The growth center offers the most immediate opportunities for TOD.

■■ Emerging: The growth center offers moderate (though not immediate) potential for TOD.

■■ Long-Term: The growth center offers relatively low potential for TOD in the near-term but offers opportunities for longer-term development.

Table 6-1 on page 129 summarizes the results of applying these factors in the eight growth centers.

As a result of this assessment process, some centers presented stronger potential for near-term development than others. A set of TOD Implementation Actions are provided for each center to guide future planning and development activities. The actions can be undertaken by public and private entities, especially in centers deemed “long term,” to improve the development potential of the area. Addison Road-Seat Pleasant and Morgan Boulevard Metro Stations are centers with ready development sites, an existing demographic and economic base to support growth and TOD, and private sector support; therefore, these centers offer the best opportunities for near-term development. The centers at Landover Gateway, New Carrollton, and Landover have many factors that are favorable to development but are not quite as strong as Addison Road-Seat Pleasant and Morgan Boulevard. Suitland, Cheverly, and Capitol Heights Metro centers face greater challenges with regard

Table 6-1: Growth Center Phasing Factors Growth Center

Demographic/ Economic

Access

Market Demand

Attractions/ Amenities

Available Land

Private Sector Support

Phasing/ Timing Issues

Addison RoadSeat Pleasant

Strong

Emerging

Strong

Emerging

Strong

Morgan Boulevard

Strong

Emerging

Strong

Emerging

Landover Gateway

Emerging

Strong

Emerging

New Carrollton

Emerging

Strong

Emerging

Strong

Emerging

Strong

Landover

Emerging

Strong

Emerging

Strong

Suitland

Long-Term

Emerging Long-Term Long-Term Emerging

Emerging

Cheverly

Emerging

Emerging Long-Term Long-Term Long-Term

Emerging

Long-Term

Capitol Heights

Long-Term

Long-Term Long-Term Long-Term Long-Term Long-Term

Long-Term

to the seven influencing phasing factors. TOD is projected to materialize at these centers either through new, sound investment or as the public sector directs development there in the long term.

Existing Conditions Demographics

■■ Capitol Heights, Landover, Morgan Boulevard, Suitland, and Landover Gateway contain the highest population density (e.g., greater than 3,500 persons) within a half-mile vicinity. ■■ The growth rate (for both population and households) in the county and the Washington metropolitan area was higher than the growth rate in any center from 2000 to 2008: ◊ Only Landover and Morgan Boulevard added residents during this eight-year period.

■■ Average household size in the growth centers is generally on par or higher than the county’s 2.75 residents per household and reflects the large presence of families among all geographies.

CENTERS AND CORRIDORS

The following are key observations on population and household characteristics (including the composition of households, growth trends, household tenure, and income) for the eight centers, Prince George’s County, and the Washington metropolitan area.

◊ The cited lack of growth in the Capitol Heights Metro center since 2000 is likely due to the vast demolition and redevelopment of the Washington, D.C., Housing Authority sites nearby.

◊ Only Suitland at 2.58 residents per household, Cheverly at 2.68 residents per household, and Capitol Heights at 2.69 residents per household show an average household size below that of Prince George’s County.

■■ The growth centers contain a mix of renter- and owner-occupied housing units. ◊ Cheverly and Addison Road-Seat Pleasant feature higher homeownership rates, at 89 and 73 percent respectively, than Prince George’s County and the Washington metropolitan area at 64 and 65 percent respectively.

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129

◊ Renters compose the majority of households in Landover Gateway, Suitland, and Landover at 78, 73, and 65 percent respectively.

■■ Children and young adults constituted a significant percentage of the population for most growth centers, with all but Cheverly showing a larger proportion than Prince George’s County and the Washington metropolitan area.

◊ More than two out of every five residents (44 percent) at Landover Gateway were 19 years of age or younger—the largest percentage of any growth center.

■■ Similar to Prince George’s County and the Washington metropolitan area, most households living in the growth centers were headed by residents aged 35 to 54 years of age. ◊ Addison Road-Seat Pleasant, Capitol Heights, and Cheverly exhibited the largest percentages of mature heads of households (55-64 years of age) or senior heads of households (65 years of age or older).

■■ Excluding Cheverly with a median income of approximately $80,000, the 2008 median household income for the remaining growth centers was lower than that of Prince George’s County at approximately $70,000.

Employment

Employment trends are a significant component to the health of any neighborhood, region, or city. For each growth center, both resident and at-place employment were considered to understand the labor force conditions.

Labor Force

■■ Akin to Prince George’s County and the Washington metropolitan area, all growth centers contained residents working in the services industry. These were the largest group of employees, with public administration following as a distant second. ■■ All growth centers featured a majority of residents employed in white collar administrative support positions. Prince George’s County and the Washington

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metropolitan area had more residents in white collar professional positions than administrative support.

■■ Regarding blue collar employment, the bulk of the residents in all growth centers worked primarily in the transportation and material moving sector, which is likely attributable to the scale of industrial uses inside Subregion 4 and near several growth centers.

At-Place Employment

■■ Due to the unique mix of land uses surrounding each growth area, at-place employment varies significantly. ◊ Greater than 45 percent of workers in five of the eight growth centers worked in the services sector, compared to the county at 39 percent. Most of these workers represented miscellaneous service jobs. ◊ Given their industrial nature, Cheverly, Landover, and New Carrollton had larger percentages of workers in construction, manufacturing, and wholesale trade.

◊ The retail trade industry employed 25 percent of the workers in Suitland and Capitol Heights and 30 percent of the workers in Landover compared to 17 percent for both the county and Washington metropolitan area.

Housing

The eight growth centers contain a range of housing types and styles. Below is a summary of important housing characteristics of each growth center, according to the 2000 U.S. Census:

■■ The Cheverly and Addison Road-Seat Pleasant Metro centers have the largest percentage of single-family detached homes of the eight growth centers, and this percentage is also higher than that of Prince George’s County and the Washington metropolitan area. ■■ Morgan Boulevard has the largest percentage of single-family townhouses. Significant residential development (low-rise multifamily units and single-family townhomes) is currently underway at this center. ■■ Landover, Landover Gateway, and Suitland have a large quantity of multifamily housing

units compared to the other centers and the county. ■■ Capitol Heights has an even distribution of housing types. ■■ New Carrollton contains a similar mix of units as Prince George’s County and the Washington metropolitan area. ■■ All areas, excluding Morgan Boulevard, have a relatively established housing stock, built primarily before 1970. ■■ Cheverly and Landover have a significant percentage of older housing stock with 93 and 74 percent of units built before 1970, respectively. ■■ Though the median home values in all growth centers rose significantly from 2000 to 2008, in 2008 the median values across the eight growth centers (which ranged from $222,000 to $281,000) were lower than Prince George’s County and the Washington metropolitan area at approximately $307,000 and $374,000, respectively.

Rental Apartments

A concentration of new rental construction exists near Largo Town Center and Morgan Boulevard Metro. One-bedroom units for these communities begin at $1,400 per month with rates for two- and three-bedroom units commencing at $1,845 and $2,305 per month. These newer communities come with multiple floor plans and extra amenities, such as a resident lounge, storage units, pool, and a stateof-the-art fitness center.

Retail Space

Subregion 4’s retail inventory is extensive, with a variety of small and large shopping centers, strip retail stores, and two regional malls; 23 retail properties were analyzed either for their size

Much of the stock was built approximately 25 to 35 years ago, with some centers undergoing renovations since construction. The larger community centers offer several large-format national chains (e.g., Marshall’s, Staples, Macy’s), while smaller neighborhood centers typically provide a full-service grocery store with ancillary convenience retail. The majority of retail centers exhibited little vacancy. However, Landover Crossing Shopping Center (nearest the Landover Gateway center) is currently 68 percent vacant due to the closing of Sam’s Club and other tenants in the anchor units. Nonretail users, such as churches and childcare centers, occupy space in several smaller retail centers (less than 50,000 square feet) throughout the subregion.

Office Space

The office inventory in Subregion 4 consists primarily of Class B and C space, typically contained in low- to mid-rise structures scattered throughout the area. Office development ranges from small stand-alone facilities, as small as 20,000 square feet, to larger office parks with nearly 200,000 square feet of collective office space. Tenants range from professional services to government users to medical office users. Such tenants are not as interested in state-of-the-art office fit-outs or signature addresses but do require basic building features, such as cable and internet readiness and secured access, at affordable rates. Average lease rates range from $15 to $21 per square foot with the use varying per property. Suitland has the largest concentration of workers with 8,000 employees housed at the U.S. Census Bureau within the Suitland Federal Center. None of the other growth centers contain a cluster of office uses.

CENTERS AND CORRIDORS

Much of the existing apartment inventory within Subregion 4 is older housing stock, aged 40 to 50 years. Such housing ranges in monthly rent from $850 to $1,100 for a one-bedroom unit, $1,000 to $1,300 for two-bedroom units, and $1,200 to $1,500 for three-bedroom units. All typically have free surface parking spaces for residents and very basic amenities (e.g., on-site maintenance, on-site laundry facilities, playground).

(greater than 100,000 square feet) or their proximity to a growth center.

Industrial Properties

Subregion 4 has a large inventory of existing industrial properties, comprising mainly Class B warehouse space built in the 1980s and 1990s. The varied stock ranges from properties of 80,000 square feet to more than 600,000 square feet of space. Industrial properties are clustered in the Approved Subregion 4 Master Plan and Sectional Map Amendment

131

northern part of Subregion 4 along US 50. Other clusters are along Ritchie-Marlboro Road and Walker Mill Road near the Capital Beltway for maximum visibility and access. Users tend to vary from small distributors desiring good proximity to Washington, D.C., to service contractors needing ample space for equipment and parts, to government-related users in need of storage space. Average lease rates for Class B space range from $5.00 to $7.00 per square foot triple net with terms ranging from three to ten years with an option to renew. Newer Class A warehouse space can span from $7.25 per square foot for shell space to $9.50 per square foot for finished space. Steeplechase and Eastgate Business Park are the region’s signature destinations for modern warehouse space.

Fiscal and Economic Impact Assessment

The fiscal impact analysis estimates the dollar amount of property tax revenues generated by new construction at buildout and full occupancy. The economic impact analysis projects the employment and salaries resulting from the addition of new office space and retail space. These projections are based on the aggregate development potentials for the eight Subregion 4 growth centers from 2010 to 2020 and are calculated in 2008 dollars. Property taxes are calculated based using Prince George’s County property tax rates (0.960 per $100 of valuation) applied to an estimated taxable valuation of projected new buildout in 2020. Residential average values range from $200,000 to $350,000 per unit depending on location; valuation considerations include recent resale data, proportion of rental to for-sale housing, likelihood of multifamily or single-family, and other salient factors. Office and retail valuations range from $175 to $245 per square foot of developed space. An estimated 5,050 residential units are projected to be developed within the eight Subregion 4 growth centers by 2020, composed of a mix of single-family houses, townhouses, condominiums, and rental and for-sale apartments with an estimated taxable real property valuation of $1.86 billion. Office and retail development potentials are

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projected at 556,500 square feet and approximately 1 million square feet respectively, for an estimated aggregate taxable value of $346 million. Resulting annual fiscal revenues from property taxes are estimated to equal $18 million at projected buildout in 2020. Projected county income tax is derived using residential values to estimate total minimum household income. Estimated county income tax from new residents is calculated to equal $10 million annually. Business license tax is based on projected annual sales of approximately $651 million, and is calculated to equal approximately $988,213 annually. Nonrecurring building permit fees are projected to equal approximately $5.9 million, in aggregate. Development of new commercial uses within the community will create and support permanent jobs

Table 6-2: Fiscal and Economic Impact Summary Subregion 4 Growth Centers— 2020 Build Out (2008 Dollars) Taxable Value, Residential Development Taxable Value, Office Development Taxable Value, Retail Development Total Taxable Value Fiscal Revenues (Annual) County Property Tax County Income Tax Business License Tax Permit Fess (nonrecurring) Sales Taxes (state) Economic Impacts Households Business Sales (Annual) Full-Time Equivalent Jobs Wages and Salaries (Annual)

$1,517,000,000 $113,677,500 $231,975,000 $1,862,652,500 $17,881,464 $10,120,330 $988,213 $5,922,963 $18,630,000 5,050 $651,356,250 4,853 $138,787,500 Source: bccp (2008).

Table 6-3: Local Direct and Indirect Outlays from New Households

Retail Spending Food at Home Food Away from Home Utilities Health Costs Entertainment Home Maintenance Personal Transportation Total

Total Minimum Household (HH) Income $322,538,650 $322,538,650 $322,538,650 $322,538,650 $322,538,650 $322,538,650 $322,538,650 $322,538,650

HH Income Captured Locally

Local Spending Direct Outlays

RIMS II Multiplier

Local Spending Indirect Outlays

Local Spending Total Outlays

6.3% 5.5% 4.2% 5.5% 2.1% 1.8% 3.9% 8.7%

$20,319,935 $17,739,626 $13,546,623 $17,739,626 $6,773,312 $5,805,696 $12,579,007 $28,060,863

1.4861 1.4861 1.3475 1.1202 1.4589 1.5363 1.3400 1.1898

$9,877,520 $8,623,232 $4,707,452 $2,132,303 $3,108,273 $3,113,595 $4,276,862 $5,325,952

$30,197,455 $26,362,858 $18,254,075 $19,871,929 $9,881,584 $8,919,290 $16,855,870 $33,386,814

38.0%

$122,564,687

$41,165,189

$163,729,876

Source: bccp (2008) and U.S. Chamber of Commerce.

Table 6-4: New Commercial Operations Estimated Indirect Employment and Earnings Impact

and generate significant income that will, in turn, be re-spent throughout the local economy. The direct jobs and revenue created and supported through this development are a key factor in assessing economic benefits of new commercial uses within the Subregion 4 growth centers. A wide variety of direct full-time equivalent employment (FTE) will be generated through the operation and management of new commercial enterprises. To estimate jobs created, the analysis utilizes a combination of data provided by the International Economic Development Council, the

An estimated 4,853 full-time equivalent jobs will be created with related earnings of approximately $138 million. The fiscal and economic impact of development and household spending generated from new development in Subregion 4 growth centers is shown in Table 6-2 on page 132. At buildout and full occupancy in 2020, development is projected to comprise 5,050 households with an estimated total of $323 million in gross household income. Based on the Bureau of Labor Statistics, 2007 Consumer Expenditure Survey, full-time residents typically spend 38 percent of their household income within eight key sectors: retail, food at home, food away from home, utilities, health costs, entertainment, home maintenance, and personal transportation (including fuel and maintenance). Local spending direct outlays are estimated to equal approximately $123 million annually. Indirect outlays comprise secondary spending, which must occur to replace goods sold, pay salaries and wages, and so forth. For Approved Subregion 4 Master Plan and Sectional Map Amendment

CENTERS AND CORRIDORS

Direct FTE Jobs 4,853 Indirect/Direct Relationship* 1.3 Indirect Jobs 6,308 Direct Wages and Salaries $138,787,500 Earning Multiplier* 1.5 Total Additional Earnings $208,181,250 *Based on RIMS II model. Source: U.S. Chamber of Commerce.

Statistical Abstract of the United States, and various industry resources to make reasonable projections. Reasonable assumptions have also been made regarding workers per square foot, staffing and wage levels, and the ranges of estimated average salaries.

133

every dollar spent, additional dollars are re-spent in the local economy. According to the U.S. Department of Commerce’s Regional InputOutput Modeling System (RIMS II), local direct spending will be re-spent at higher proportions. It is estimated that direct spending from new households will generate an additional $41 million in indirect outlays in the local economy. The addition of new jobs into the local economy has a positive indirect impact on regional employment, due to the various dependencies of certain industries on other industries for support. Based on a RIMS II multiplier of 1.3, the total effect of the increase of 4,853 new jobs on the economic area is an additional 6,308 indirect jobs. Wages and salaries paid to workers get re-spent throughout the economic area with most being spent on typical living expenditures, such as housing, food, transportation, clothing, etc., which in turn provide wages for workers in those industries. It is calculated that additional annual earnings generated by new operations will reach approximately $208 million.

Transportation

Transportation plays an important role in shaping land uses since transportation and market dynamics are intertwined. Access and visibility have a significant impact on siting and the marketing of goods and services. General Plan designated metropolitan-oriented employment centers require

relatively high levels of access and visibility in order to draw firms, employees, and customers from the broader metropolitan region. Similarly, regional centers serving the county require access and visibility to firms and households at the county scale. Finally, community centers must provide convenient access to surrounding neighborhoods. Given these factors, identifying current transportation features and access is an important step in describing existing conditions within the growth centers. Table 6-5 summarizes an analysis of existing major roadway and transit access types by center in Subregion 4. As a result of that analysis, a number of transportation themes are apparent: ■■ Capitol Heights and Addison Road-Seat Pleasant community centers have less access to major roadways than centers designated for higher intensity growth as regional centers or metropolitan centers. Still, Capitol Heights and Addison Road-Seat Pleasant both feature arterial roadways and collectors (East Capitol Street, Central Avenue, and Addison Road).

■■ Suitland, Landover Gateway, Cheverly, and Landover regional centers offer a higher level of access than community centers but relatively less access than metropolitan centers. All feature freeways (though Cheverly lacks interchange access to US 50). Morgan Boulevard is the only regional center that does not feature a freeway.

Table 6-5: Major Roadway and Transit Access Freeway Interchange

Arterial √

Collector Metrorail Amtrak MARC √ √

Capitol Heights (C) Addison Road– √ √ √ Seat Pleasant (C) Morgan Boulevard (R) √ √ Suitland (R) √ √ √ √ √ Landover Gateway (R) √ √ √ Cheverly (C) √ √ √ Landover (R) √ √ √ √ √ New Carrollton (M) √ √ √ √ (C)=Community Center; (R)=Regional Center; (M)=Metropolitan Center

Bus √ √

√

√ √ √ √ √ √

Source: bccp (2008).

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■■ New Carrollton, the only metropolitan center in Subregion 4, provides the most transportation options and highest level of access relative to the eight growth centers. New Carrollton offers access to the broader metropolitan region via interchange access to I-95/I-495 and transit access through Metro, Amtrak, MARC, bus routes, and even a major bus terminal.

■■ Public transportation is an important aspect to the designation of growth centers. The more access a site has to a larger portion of the population can lead to higher-intensity development. All growth centers in the subregion, except Landover Gateway, are served by Metro, which provides access to the Washington metropolitan area. All growth centers, including Landover Gateway, are served by bus routes that circulate within the subregion, including the Forestville Line, Marlboro Pike Line, District Heights–Suitland Line, District Heights-Seat Pleasant Line, Oxon Hill–Suitland Line, Central Avenue Line, Ardwick Industrial Park Shuttle Line, Cheverly-Washington Business Park Line, Sheriff Road–Capitol Heights Line, Eastover– Addison Road Line, and Kenilworth Avenue– New Carrollton Line.

Commuting Patterns

Though fewer workers living near the growth centers drive alone to work than in Prince George’s County or the Washington metropolitan area, single-occupancy vehicles is the dominant mode of transport to work, regardless of growth area. ■■ Capitol Heights, Addison Road-Seat Pleasant, and Landover Gateway feature the largest proportion of residents using public transit to work.

■■ Capitol Heights and Landover Gateway have a significantly larger percentage of households with no vehicles compared to the county, region, and other centers.

Public Transportation

The Washington Metropolitan Area Transit Authority (WMATA), or Metro, operates the second largest rail transit system and the fifth largest bus network in the United States. It serves Washington, D.C., and neighboring communities in Maryland and Virginia, both inside and outside the Capital Beltway. Metrorail and Metrobus serve a population of 3.5 million. In fiscal year 2008, total rail ridership was 215.3 million trips (800,000 per day) and bus ridership was 133 million trips (750,000 per day). There are currently 15 Metrorail stations in Prince George’s County totaling 19.86 miles of Metro rail line. WMATA operates more than 70 bus routes in the county. Metrobus serves most major population centers and travel corridors in the county, providing more than 2,600 trips daily. Easy-to-spot red, white, and blue signs identify Metrobus stops. Metro is the largest parking operator with 62,440 station parking spaces, of which 24,383 are in Prince George’s County. Metro stations provide a catalyst for economic development; there is over $25 billion in development around stations. Fifty joint development projects with WMATA and public or private developers have occurred and are still growing; 250 to 300 acres of land is available for joint development opportunities.

CENTERS AND CORRIDORS

Analyzing commuter trends is one method of understanding the utility of transit-oriented destinations and the potential to attract a target market for increased ridership. Following is a summary of such an analysis per growth center:

■■ Residents in Suitland Metro and Landover Gateway centers on average have a longer commute to work, at 41 and 44 minutes respectively, than other centers.

Since 2001, Metrorail ridership growth exceeded 100 percent on the Green Line, which includes Suitland Metro Station; ridership growth of just under 30 percent occurred on both the Blue Line, serving Capitol Heights, Addison Road-Seat Pleasant, and Morgan Boulevard, and the Orange Line, serving Cheverly, Landover, and New Carrollton.

Transit-Oriented Development

Metro stations provide accessibility and draw thousands of individuals to a single location; therefore, the area surrounding these stations is an important factor for economic growth and Approved Subregion 4 Master Plan and Sectional Map Amendment

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particularly TOD. For example, FedEx Field already brings thousands of visitors to the area, but these visitors are not compelled to stay in the area beyond entertainment events held at the field; if complementary development existed near FedEx Field, at the Morgan Boulevard Metro center, these visitors would likely arrive early or remain after football games/events to shop and dine. Although this complementary development may create additional vehicle trips, vehicular activity can be mitigated by providing a mix of uses and concentrating such development to higher-density areas, particularly near Metro stations, thereby promoting increased transit use and walkability. Using national and regional data on transit ridership and development patterns, ridership and the number of activities that take place directly surrounding transit stations are higher where TOD exists. Transit ridership at Metro stations within Subregion 4 is projected to increase in response to the development at the centers. TOD has the added benefit of providing more mobility options, reducing vehicle miles traveled (and subsequently decreasing traffic congestion, energy consumption, emissions, air pollution, and general environmental degradation), increasing disposable household income, and decreasing local infrastructure costs. Planners and real estate professionals speculate that real and perceived crime in the subregion and county is a roadblock to attracting desirable retailers. By establishing these centers as mixed-use, medium- to high-density, pedestrian- and transitoriented areas, street activity will occur that places eyes on the street and enables both defensible space and self-policing as a means of controlling criminal behavior, thereby attracting desirable retail. Most activity and major investments in the retail and office markets are intended to occur at the eight centers, while limited neighborhood-level services and retail will also occur elsewhere in the living areas and subregion in order to avoid direct competition for development. Larger, more regionally focused businesses and higher-density residential uses should locate at centers. Currently in the subregion, the majority of the high-density residential areas are composed of large, low-rise, older housing stock that is in need of upgrading

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and redevelopment. This type of housing stock does not have the amenities offered by similarly priced housing outside of the subregion. The TOD intended for the centers will revitalize the subregion and provide amenities and a variety of housing types and prices that will enable the area to compete in the regional housing market. Currently, little development exists surrounding the seven Metro stations in Subregion 4; instead, there are surface parking spaces, parking garages, and few pedestrian-friendly design features. As a result, according to a 2007 WMATA passenger survey and mode of access study of morning peak commuting patterns, the predominant access mode for each of the seven stations, except the Capitol Heights Metro Station where walking is common, is driving and parking. Addison Road-Seat Pleasant Metro Station also has an equivalent amount of rail passengers accessing the station by bus as it does by parking; this is likely due to the high number of bus routes at the station. Also, a 2008 WMATA Metrorail station access and capacity study found that pedestrian access was particularly challenging at the Morgan Boulevard, Landover, and Suitland Metro Stations because these stations were both missing sidewalks near the station and were adjacent to roads that were six lanes and larger. Cheverly Metro Station was also difficult to access by foot as it too was missing sidewalks. Demand exists for medium- to high-density transit- and pedestrian-oriented development at the Metro stations in Subregion 4. Because vacant and underutilized land and surface parking lots surround Metro stations in Subregion 4, an opportunity exists to acquire and assemble land or embark on joint development with WMATA.

Development Plans for Subregion 4 Centers

Conceptual regulating plans were developed to provide a mechanism for achieving the vision for each center. In order for these conceptual regulating plans to take effect as final regulating plans, an additional level of analysis, including detailed studies of transportation, public facilities, environment, and historic preservation, must be completed.

Each center’s conceptual regulating plan has its own set of development guidelines that specify the building envelope standards (such as build-to lines and lot coverage) and site requirements to which all development should conform, mapping public spaces and establishing street types and their hierarchy. The regulating plan also shows how each site relates to adjacent street-spaces, the overall urban neighborhood, and the surrounding neighborhoods. Building envelope standards for height, siting, and façade elements, such as fenestration, balconies, and stoops, are in five general categories—general, storefront, townhouse/ small apartment building, workshop, and singledetached dwelling. Property owners and citizens consulting the standards should review the goals and recommendations for each center. See Appendix A for the summary of development guidelines for these proposed conceptual regulating plans.

Addison Road-Seat Pleasant Metro Center Vision

The vision for development of the Addison RoadSeat Pleasant Metro center includes high-density, mixed-use development west of the Metro station, along East Capitol Street and Central Avenue, as well as mixed-use development along Addison Road, south of Central Avenue. Development on Addison Road, north of Central Avenue, would

Background

The Addison Road-Seat Pleasant Metro center is located in the center of a well-established community, situated between the Capitol Heights and Morgan Boulevard Metro Stations. This growth center is on the edge of the more urban environment of Capitol Heights. The Addison Road-Seat Pleasant Metro center is generally bound by Cabin Branch Road and Daimler Drive to the east; Canyon Road, Calmos Street, Ava Court, and Yost Place to the north; Baltic Street, Maryland Park Drive, and Rollins Avenue to the west; and Cabin Branch Court, Ernie Banks Street, and Westin Court to the south. Existing residential development in the growth center consists of medium-density single-family housing north and south of Central Avenue, and east and west of Addison Road, and pockets of low-density single-family residential development along Addison Road south of Central Avenue, and along Rollins Avenue south of Central Avenue. Industrial land use is located along Yost Place, north of East Capitol Street, as is the bulk of commercial land use, which is located along the north side of East Capitol Street, east and west of Addison Road. Just east of the growth center boundary is Central High School. Cabin Branch Stream travels south from the top of the growth center, under Central Avenue, and parallel to the east side of Cabin Branch Road. An environmentally-sensitive wooded corridor that includes the Cabin Branch Stream, located between the approved development east of Harris Drive and west of Dateleaf Avenue, is within the regulated area of the county’s green infrastructure network and has development constraints.

CENTERS AND CORRIDORS

A three-day public planning and design workshop was conducted in November 2008 to focus on Addison Road-Seat Pleasant, Morgan Boulevard, and Landover Metro station areas. This public process informed the respective conceptual regulating plans. The conceptual regulating plans for Landover Gateway, Suitland, and Cheverly were developed according to their existing plans approved in 2009, 2006, and 2005, respectively, along with a public process that consisted of two meetings for each center. New Carrollton and Capitol Heights are in the midst of developing master plans, each with a public participation component; the conceptual regulating plans for these centers were developed according to the plan visions created during their respective planning processes.

comprise townhouses and small apartments, while Central Avenue would become more pedestrianfriendly, complete with ground-floor, storefront retail (see Map 6-2 on page page 138).

Opportunities for development growth include an open area east of Harris Drive and west of Dateleaf Avenue, which is currently approved for a residential development; a wooded area west of Cindy Land and north of Central Avenue, east of Soper Lane; a segment of open woodland south of Approved Subregion 4 Master Plan and Sectional Map Amendment

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Map 6-2: Addison Road-Seat Pleasant Metro Center—Illustrative Plan

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Central Avenue, between Yolanda Avenue and Zelma Avenue; an area of woodland south of East Capitol Street/Central Avenue and east of Zelma Avenue; and a large parcel northeast of the industrial development behind Yost Place and south of Baltic Street, northwest of the commercial development facing East Capitol Street.

Key Planning Issues

Key planning issues in the Addison Road-Seat Pleasant Metro center include: ■■ Generating viable, quality commercial development along East Capitol Street and Central Avenue.

■■ Creating safe pedestrian access across Addison Road and Central Avenue.

■■ Preserving existing single-family neighborhoods while introducing denser housing options.

■■ Attracting an office market in a location close to Washington, D.C.

Land Use

The Addison Road-Seat Pleasant Metro center lacks office-based employment uses. Although it features compact housing, the station area lacks a more diversified mix of single-family attached and multifamily units that, with higher densities, support transit. In keeping with the General Plan, the station area’s percentage of retail and services relative to other uses should increase along with office-based employment uses.

The Addison Road-Seat Pleasant Metro Station enclosed area consists of one parcel totaling 452,165 square feet or approximately 10.3 acres, including the station, parking garage, kiss-and-ride lot, bus service area, and access roadways. Addison Road-Seat Pleasant is a mid-line Metrorail station. The station currently services the Blue Line trains to Franconia–Springfield and Largo Town Center. There are two entrances to the parking lots, one from Addison Road and another from Central Avenue. Approximately 8,000 passengers enter and exit the Metrorail station on an average weekday and approximately 8,500 passengers board and alight Metrobus at the rail station. Sixteen Metrobus routes and an additional five TheBus and Metro Blue Line bus routes serve the rail station. The station has five bus bays. The net new trips generated by development forecasted to occur by 2020 in the Addison RoadSeat Pleasant Metro center, given the transit reduction and pass-by capture reductions, are 406 during the AM peak hour and 494 during the PM peak hour. The corresponding net new trips forecasted by year 2030 are 714 in the AM peak hour and 828 during the PM peak hour. Addison Road-Seat Pleasant Metro was built with a parking garage for 1,268 daily parking spaces, a kiss-and-ride surface parking lot for 50 metered spaces, a 15-minute driver-attended waiting lot for nine spaces, ten motorcycle spaces, four Americans with Disabilities Act (ADA) handicapped spaces, and a taxi waiting area. There are 51 reserved permit holders. Station parking is currently 69 percent utilized; however, the garage historically has a 100 percent utilization rate (the garage is currently undergoing a major structural rehab that blocks 250 to 350 parking spaces per day). On an average weekday, all garage and kiss-and-ride spaces are occupied; there is significant unmet parking demand. Bike parking and car sharing are available, including 16 bike racks and two ZipCar parking spaces.

CENTERS AND CORRIDORS

Similar to Capitol Heights, the Addison RoadSeat Pleasant Metro center (all the land within a half-mile walk of the Metro station) features a high proportion of residential uses (74 percent of all land uses), characterized primarily as compact single-family detached homes on relatively small lots. Retail uses in the station area include neighborhood-oriented services, such as those found at Addison Plaza (which contain a largeformat grocery store and pharmacy), and fast-food restaurants. Commercial uses are clustered along Central Avenue where they take advantage of the roadway’s access and visibility. Institutional uses include Saint Margaret’s Church and Central High School.

Public Transportation

Based on data from WMATA’s 2007 passenger survey, 34 percent of passengers who entered the Metrorail at Addison Road-Seat Pleasant drove Approved Subregion 4 Master Plan and Sectional Map Amendment

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and parked, 35 percent arrived by Metrobus, 12 percent were dropped off, 10 percent walked, 7 percent arrived by TheBus, 1 percent relied upon kiss-and-ride, and 1 percent arrived by taxi. Although the station has dedicated bicycle facilities, no Metro rider survey takers reported accessing the station by bicycle. According to the 2008 WMATA access and capacity study, Addison Road-Seat Pleasant Metro Sation has possible existing bicycle access issues because the station is not directly connected to any bicycle routes. Major roadways such as Hill Road, Addison Road, Capital Heights Boulevard, and Cabin Branch Drive have sidewalks on either one side of the street only or do not have sidewalks along some sections. Additional streets, such as Capitol Heights Boulevard, Cabin Branch Drive, and Rolling Ridge Drive have sidewalks available but have sections with either no sidewalks or sidewalks only on one side of the street. Pedestrian access is inadequate to the Metro station; safe pedestrian access is needed across Addison Road and Central Avenue, particularly since there is a high volume of automobiles and buses turning into and out of the station. Pedestrian amenities and crosswalks at the Metro station and on Central Avenue and Addison Road will improve safety; sidewalks are also needed on Zelma Avenue from Central Avenue to Foy Place and on Rollins Avenue from Cabin Branch to Central Avenue. Additionally, in order to make this a more pedestrian-friendly station and center, a number of improvements need to occur, including the installation of new signals and sidewalks, traffic-calming measures, and new or extended road networks.

Potential Development Character

The area around the Addison Road-Seat Pleasant growth center has, over the past three decades, been the subject of relatively significant development, mostly suburban-density residential projects. The area has maintained its momentum and attractiveness to development, as evidenced by the number of pending projects in the pipeline. The challenge for the Addison Road-Seat Pleasant growth center is to ensure that remaining development adheres to TOD principles.

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Table 6-6: Addison Road-Seat Pleasant Land Use Mix 74%

General Plan Vision (Community Center) 20-80%

10%

5-50%

15%

10-20%

Existing Residential Retail and Services Employment (office) Public Uses

Source: M-NCPPC (2008).

The Addison Road-Seat Pleasant Metro center’s commercial office potential is impacted by competition from the other transit centers and business parks in and around Subregion 4. Since both transit and automobile access are strong considerations for suburban commercial development, both commercial office tenants and developers seek large parcels near the Capital Beltway for development opportunities; therefore, New Carrollton, Morgan Boulevard, or Largo Town Center’s location may have a competitive advantage over Addison Road-Seat Pleasant. There may be a need to emphasize a specialized market niche to enhance the Addison Road-Seat Pleasant growth center market position. Small block office space targeted to community-serving professional services, such as medical, legal, and accounting, could be incorporated into mixed-use residential development, creating a foothold for a more diverse employment base.

Potential Mix of Uses Residential

■■ Low- to mid-rise multifamily, mixed-use element ■■ Townhouses and quads ■■ High-density single family

Commercial

■■ Low- to mid-rise community-serving office, mixed-use element ■■ Retail and services ■■ Neighborhood center ■■ Street level mixed-use element

TOD Implementation Actions ■■ Encourage development of appropriate density on remaining unimproved development sites and commercial redevelopment sites along Central Avenue through land use policies.

■■ Utilize the Commercial Building Loan Program administered through the Redevelopment Authority to encourage business development and commercial office development.

■■ Provide for streetscape improvements, such as traffic calming and pedestrian amenities in the Capital Improvement Plan, as well as improving north/south connectivity across Central Avenue. This will enhance the viability of employmentsupportive development on both sides of Central Avenue. ■■ Projects in the development pipeline should be examined for their appropriateness to TOD. The prospect of higher densities and the allowance for a mix of uses should provide sufficient incentives for developers to reconfigure their plans.

■■ Similar to the Prince George’s Plaza Metro Station, most of Addison Road-Seat Pleasant’s potential lies across an arterial road from the transit station. An effective means of linking these two areas (such as the pedestrian bridge at Prince George’s Plaza) must be developed to ensure the success of TOD at Addison RoadSeat Pleasant. ■■ Focus ground-floor, storefront retail on the north and south sides of Central Avenue.

■■ Preserve single-family housing along Adak Street and Rolling Ridge Drive.

■■ Encourage townhouse and small apartment development along the edges of high-density development to scale down to single-family neighborhoods.

■■ Ensure that pedestrian-friendly connections from development to the existing road network are provided.

Policy 1

Promote dense, vertical, mixed-use development west of the Metro, along Central Avenue and East Capitol Street.

Strategies

■■ Encourage development densities that are area-appropriate and economically viable.

■■ Ensure that storefront retail is located on the ground-floor of buildings facing Central Avenue to capture pedestrian traffic to and from the Metro and surrounding mixed-use development. ■■ Allow for a portion of the mixed-use development to be reserved for office and other employmentrelated development. ■■ Focus dense, mixed-use development on East Capitol Street, Central Avenue, and Addison Road South.

Policy 2

Create a gridded street network that is sensitive to pedestrians and easily accessible by automobiles.

Strategies

■■ Establish safe and direct pedestrian crosswalks across Central Avenue, East Capitol Street, and Addison Road to encourage pedestrian traffic. ■■ Promote streetscape enhancements along Central Avenue, Addison Road, and East Capitol Street that include such elements as wide sidewalks, street lights, street trees, and benches.

CENTERS AND CORRIDORS

Goals

Policies and Strategies

■■ Establish an urban block pattern that complements the pedestrian environment and maintains economically viable building footprints.

■■ Enhance the center’s sidewalk network by properly maintaining the existing sidewalks and filling in gaps in the sidewalk network by adding new sidewalks.

■■ Reserve an area of high-density development along East Capitol Street for employmentrelated development.

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Policy 3 Establish a connected and publicly accessible network of civic greens.

Strategies

■■ Create civic greens in areas that will receive the most use and accommodate the maximum amount of people throughout the day. ■■ Ensure that the number of civic greens in centers is equally balanced between primarily residential areas and newly created dense, mixed-use areas.

■■ Ensure that each civic green is bound on at least two sides by roads to maximize accessibility and visibility.

■■ Provide safe and direct pedestrian access to each civic green from surrounding development.

Policy 4

Enhance and preserve the Cabin Branch stream.

Strategies

■■ Locate new, dense, mixed-use development away from the Cabin Branch corridor.

■■ Create or enhance a natural buffer between development and the Cabin Branch corridor to decrease the impact of runoff on the stream.

■■ Encourage residential development of townhouse/ small apartments and single-family housing instead of single-family detached homes within close proximity to Cabin Branch.

Policy 5

Preserve the existing, viable residential areas while encouraging new, dense residential development.

Strategies

■■ Preserve and enhance the existing single-family residential communities along Rolling Ridge Drive and Adak Street. ■■ Encourage townhouse and small apartment development closer to the dense, mixed-use areas to capitalize on the mixed-use services at these locations and to protect and buffer the surrounding single-family residential development. ■■ Establish safe, walkable connections between the residential areas and the Metro, Central

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High School, and significant places of worship within the growth center.

Urban Design Concept

The vision and urban design concept for the Addison Road-Seat Pleasant Metro center was developed during a three-day planning and design charrette held in November 2008. The urban design concept preserves existing single-family residential development and capitalizes on the potential for dense, urban development within proximity to the Metro station. Commercial development will front on the north and south sides of Central Avenue to retain its position as a primary commercial corridor in Subregion 4. Central Avenue will also transform into a tree-lined, urban boulevard that is inviting to pedestrians. The intersection of Addison Road and Central Avenue will be enhanced with pedestrian crosswalks, enabling surrounding development to fully serve pedestrian traffic en route to and from the Metro station and surrounding areas. A new parking structure for the Metro station will locate at the southeast corner of the intersection of Addison Road and Central Avenue; ground-floor retail will front on Central Avenue with a side street directly in front of the Metro. A planted median will separate the wrapped structured parking deck from the new development directly across from the Metro station. The Metro will anchor a large, urban plaza that fronts onto Central Avenue. Mixed-use development of office and residential uses will locate across the street from the Metro, while ground-floor retail fronting on Central Avenue will locate at the Metro station. Abutting the denser development at the Metro station, a single-family residential community along and to the west of Cabin Branch Road will be preserved. A naturally enhanced buffer will help maintain the environmental quality of the Cabin Branch Stream east of this single-family neighborhood, as well as break up the mixed-use, urban development with ground-floor retail that will continue along Central Avenue. West of this area, mixed-use development will front on the east side of Addison Road. A small, vertical strip of townhouse and small apartments will develop south of Rolling Ridge Road, directly behind this Addison Road mixed-use development and in front

of the newly configured church and school. Adjacent to this development will be a central green, which fronts on the east side of Addison Road. A series of townhouses and small apartments will front on the south side of a new, east/west connector road. Moving west across Addison Road, similar townhouse and small apartment developments encircle an interior courtyard between Addison Road and Zelma Avenue. The largest concentration of mixed-use development in this growth center is located just north of this development and will continue north to Central Avenue, where it will contain ground-floor retail. Townhouses and small apartments will outline the western edge of this area, fronting on Rollins Road and a new, secondary interior street, which will enhance the primary street grid. Townhouse and small apartment development will encompass small, interior courtyards, some of which will be shared with adjoining residential, office, or mixed-use development. The Jehovah’s Witness worship center on Rollins Road will be preserved and enhanced with surrounding vegetation.

Passing across East Capitol Street to the north, mixed-use development mirrors that of development on the southern side of East Capitol Street, as well as the ground-floor retail development along the southern side of Central Avenue. Dense, mixed-uses will compose the majority of development in this area, aside from a small area of townhouse and small apartment development in the northwest corner, which will serve as a transition element for the surrounding,

This natural buffer will continue to the east side of Addison Road, behind the new townhouse and small apartment development along Harris Drive. Mixed-use development will front on Addison Road and will be largely contained along this major boulevard. The new townhouse and small apartment development in the northern section of this area will help transition in scale to the singlefamily development north of this area. Again, the natural buffer will continue along the northern edge to enhance protection of the single-family development to the north. The naturally enhanced and publicly accessible Cabin Branch Stream will continue north through this area, providing an environmental feature and recreational area for residents of the townhouse complex to the east and west.

CENTERS AND CORRIDORS

Traveling north across Central Avenue, east of Xenia Avenue and south of East Capitol Street, mixed-use development will maximize the triangular orientation of the divided street pattern. An enhanced triangle park will be the cornerstone of this transformation, serving the residents and employees of the mixed-use development to the west, as well as calming vehicular traffic as it enters and exits the Addison Road-Seat Pleasant Metro center. Townhouses and small apartments will border the western edge of this development to provide a transition in scale of development from the dense, urban setting near the Metro to outlying single-family homes to the west.

single-family development to the north. Adak Street will extend west across Addison Road and become part of the growth center’s new, secondary street grid. The Adak Street extension will serve as this section’s backbone to ease vehicular congestion on East Capitol Street and Central Avenue, as well as provide a more pedestrian-friendly experience for those traveling to and from the Metro station. The Seat Pleasant Volunteer Fire Department will anchor the corner of Adak Street and Addison Road. A small, triangular park on West Adak Street will break up the dense, urban development, as well as split the street into two smaller connecting roads. The northern section of this road will be lined to the north and south by townhouses and small apartments, while the southern section will be lined with mixed-use development. The northern boundary of this area will be separated from single-family development to the north by a natural buffer.

The existing single-family homes along Adak Street will be preserved and will abut new, groundfloor retail and mixed-use development along Central Avenue. Traveling east along Adak Street, approximately midway between Addison Road and Cindy Lane, will be a small break in the street grid that will open up to a large, central public green. Cabin Branch will be daylighted (exposed) at this public green, before traveling beneath Adak Street and continuing north. Mixed-use development will continue along Adak Street, which will be extended Approved Subregion 4 Master Plan and Sectional Map Amendment

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Map 6-3: Addison Road-Seat Pleasant Metro Center—Conceptual Regulating Plan

Addison Road-Seat Pleasant Metro Center - Conceptual Regulating Plan Legend

Storefront Frontage

Civic Space

Build-To Line (BTL)

.50 Mile Radius

General Frontage

Existing Property Line

Lot Building Limit (LBL)

.25 Mile Radius

Townhouse/Small Apartment Frontage

Urban Center Boundary Line

Urban Neighborhood Boundary Line

Regulation Area

Detached Frontage

Civic Buildings and Monuments

Wetlands

URBAN NEIGHBORHOOD #5

URBAN URBAN NEIGHBORHOOD #4 NEIGHBORHOOD #3

B-1

T3-

-16

64' MWB-1-1 ak Street Ad

tol S

-56' NST-3 -56' 3 T NS

-56' NST-3 -56' NST-3

URBAN NEIGHBORHOOD #1

-56'

Addiso

treet

venue entral A

NST-3

Capi

n Road ' MI-121

East

Cindy Lane

nue

Central Ave

URBAN NEIGHBORHOOD #6 (ORPHAN)

NST-

3-56'

-56'

NST-3

URBAN NEIGHBORHOOD #2 PS - Parking Structure NOTES: All streets are NST-2b-66’ unless noted otherwise on the plan.

CENTER TYPE: COMMUNITY 0

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100’ 200’

400’

600’

800’

NORTH

to the east. Ground-floor retail will embrace all four corners of the park on Central Avenue, as well as provide safe pedestrian access to this new open space feature. Townhouses and small apartments, interspersed with pocket parks and central courtyards, will abut mixed-use development between Central Avenue and Adak Street extended.

Conceptual Regulating Plan

The Addison Road-Seat Pleasant Metro center is designated as an Urban Center 3 (UC3) under the proposed development guidelines (see Map 6-3 on page 144). The center consists of a Metro station and two major corridors, Central Avenue and Addison Road. Addison Road is identified in the conceptual regulating plan as a major street (M-1) that is 121 feet wide and consists of two through lanes, a center lane or optional median, parallel parking on each side of the street, and adequate space for streetscape amenities, such as sidewalks, street trees, and dooryards. Central Avenue is identified in the conceptual regulating plan as a major street (MWB-1) that is 164 feet wide and consists of two inside through lanes and two outside through lanes, two bike lanes, two slip lanes or access roads, two parking lanes, a center turn lane or median, two side medians, and adequate space for streetscape amenities, such as sidewalks, street trees, and dooryards.

Urban Neighborhood 1

Gross Acres—86.6 Net Developable Acres—58.2 Urban Neighborhood 1 is located north of Wilburn Drive, south of East Capitol Street, east of Maryland Park Drive and Rollins Avenue, and west of Addison Road. Within the neighborhood, a new road network will develop to support a more accessible, block grid system. The northern edge of

Urban Neighborhood 2

Gross Acres—58.5 Net Developable Acres—43.8 Urban Neighborhood 2 is located north of Cabin Branch Court, south of Central Avenue, east of Addison Road, and west of Cabin Branch Road. On the northern boundary of the neighborhood, along Central Avenue are designated shopfront frontages. General frontages define blocks and edges along Addison Road and in the blocks surrounding the Addison Road-Seat Pleasant Metro Station. Interior blocks that intersect Rolling Ridge Drive and run along Cabin Branch Road consist of detached single-family units. A new road will develop and run parallel to Addison Road bisecting the current property. The new road will support townhouse and small apartment frontages. Civic green space within the neighborhood includes central civic greens adjacent to the Addison Road-Seat Pleasant Metro Station, and a small central civic green in the southern section of neighborhood along access roads that connect the new road to Addison Road.

CENTERS AND CORRIDORS

Urban neighborhoods are the building blocks of the conceptual regulating plan, helping to create diverse areas with multiple functions and design characteristics. Each urban neighborhood is made up of an interconnected network of streets and blocks, with an allocation of building envelope standards and public spaces. Each neighborhood is typically bounded and physically defined by major streets, roadways, and parks or conservation areas.

the neighborhood between Yolanda Avenue and Addison Road are designated shopfront frontages. The northwest edge of the neighborhood consists of general frontages along East Capitol Street and townhouse and small apartment frontages along Maryland Park Drive. Frontages south of Central Avenue and west of Yolanda Avenue consist of townhouse and small apartment development. General frontages make up the blocks to the east of Yolanda Avenue. Civic green space within the neighborhood consist of a pair of parks in the southern section, an urban park along Rollins Road, and a central civic green within the interior general frontage blocks.

Urban Neighborhood 3

Gross Acres—41.7 Net Developable Acres—21.0 Urban Neighborhood 3 is located north of Central Avenue, south of Baltic Street, east of Addison Road, and west of Soper Lane. Within this neighborhood, existing road networks will form the overall urban block structure. Frontages along Central Avenue consist of shopfront uses. Existing detached single-family frontages will stay intact Approved Subregion 4 Master Plan and Sectional Map Amendment

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along Adak Street. The western edge of the neighborhood from the intersection of Addison Road and Central Avenue to Harris Drive consists of general frontages. A new townhouse development extending from Harris Drive to Ava Court will be defined by townhouse and small apartment frontages. Finally, the plan includes one central civic green along Harris Drive at the entrance of the new townhouse development.

Urban Neighborhood 4

Gross Acres—26.4 Net Developable Acres—17.7 Urban Neighborhood 4 is located north of East Capitol Street/Central Avenue, south of 68th Place, east of Maryland Park Drive, and west of Addison Road. Within the neighborhood, a new road network will have to be created to develop a more accessible block grid system. Along Central Avenue extending from the shopping center entrance to Addison Road are designated shopfront frontages. Along the northern boundary edge of the neighborhood, townhouse and small apartment frontages exist along a new road that connects severed portions of Baltic Street. All other developable frontage space within the neighborhood is general frontage. A small civic green is in the center of the neighborhood.

Urban Neighborhood 5

Gross Acres—41.2 Net Developable Acres—21.7 Urban Neighborhood 5 is located north of Central Avenue, south of Canyon Drive, east of Soper Lane, and west of Daimler Drive. Within the neighborhood, a new road network must be established to create a block grid network. Along Central Avenue is a small section of shopfront frontages near Soper Lane and general frontages making up the rest of the blocks facing Central Avenue. A new road extending from Adak Street to Daimler Drive is located behind these blocks and serves as a major thoroughfare connecting the community. A section of this road extending from Soper Lane to Cindy Lane will consist of general frontages. The rest of the surrounding blocks, extending from the northern boundary to the intersection of Cindy Lane and the new road, will consist of townhouse and small apartment

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frontages. Civic green space within the area comprise a park adjacent to Soper Lane, a park near the northern edge of the neighborhood, and a central civic green located in a cluster of new townhouse and small apartment blocks.

Urban Neighborhood 6 (Orphan) Gross Acres—7.1 Net Developable Acres—7.1

Urban Neighborhood 6 is located north of the Metro line, south of Central Avenue, east of Cabin Branch Road, and west of Daimler Drive. The neighborhood is considered an “orphan” neighborhood because it does not contain townhouse and small apartment frontage or storefront frontage. Additionally, the orphan neighborhood does not meet the 20-acre minimum gross acreage requirements to be fully considered as an urban neighborhood comparable to the other urban neighborhoods in this center.

Morgan Boulevard Metro Center Vision

The vision for development of the Morgan Boulevard Metro center includes TOD around the Metro station that creates an urban, mixed-use environment. Distinctive, high-quality development would frame Central Avenue and become denser as it approaches the Metro station. A pedestrianfriendly environment would support ground-floor retail and neighborhood services and complement the townhouse and multifamily housing north and northeast of the Metro, as well as surrounding, new residential development. New open space would complete areas of mixed-use development while existing natural areas would envelop the growth center boundary (see Map 6-4 on page 147).

Background

The Approved Sector Plan and Sectional Map Amendment for Morgan Boulevard and Largo Town Center Metro Areas, which outlined the basic framework for development of the Morgan Boulevard Metro Station, was completed in May 2004. The Morgan Boulevard Metro Station and surrounding area have since grown from a primarily undeveloped, woodland area to largely residential. The growth center is bordered to the north by FedEx Way, to the east by Brightseat Road, to the

Map 6-4: Morgan Boulevard Metro Center—Illustrative Plan

CENTERS AND CORRIDORS

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south by Central Avenue, and to the west by Hill Road. Just north of the Morgan Boulevard Metro Station, along Morgan Boulevard, is FedEx Field, which generates a great deal of pedestrian traffic at the Metro station and along Morgan Boulevard during the approximately eight game days and two pre-season games per year. Newly built townhouses and multifamily units are located north of the Metro station and west of Morgan Boulevard; also, townhouses and multifamily units are currently approved for development directly east, across Morgan Boulevard. Single-family residential development is focused primarily north of the Metro station, with the exception of homes along Jonquil Drive and the now predominantly unoccupied Summerfield development (a former residential community for military employees). Highway commercial and industrial land uses frame the north and south sides of the Central Avenue corridor, which traverses the southern edge of the growth center. There are large areas of potentially developable land within this growth center, including the WMATAowned property surrounding the Metro station and the M-NCPPC-owned property (Hill Road Park) northwest of the Metro station, a series of undeveloped parcels along the north and south sides of Central Avenue, and the large, vacant Summerfield development. The WMATA and M-NCPPC properties contain areas of slope that are considered to be developable; however, a large environmentally-sensitive corridor east of the Metro, across Morgan Boulevard, contains environmental features that constrain development of that land. The Morgan Boulevard center has a fairly well-connected street network, but it lacks east/west access that could be needed for future redevelopment efforts.

Key Planning Issues

Key planning issues in the Morgan Boulevard Metro center include: ■■ Determining appropriate uses and developing M-NCPPC-owned land, WMATA property, and the Prince George’s County Call Center. ■■ Shaping the future use of the Summerfield development and its impact on the growth center.

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■■ Improving pedestrian access and safety across Morgan Boulevard and Central Avenue.

■■ Identifying missing connections in the existing road network. ■■ Capitalizing on the advantageous location for commercial use in the growth center.

■■ Finding appropriate ways to connect the commercial development along Central Avenue to the residential neighborhoods along Morgan Boulevard. ■■ Identifying and celebrating the history and significance of the Ridgley family story and relating it to the overall area (see Historic Preservation Chapter for the section on the Ridgley family).

Land Use

Featuring new multifamily and single-family attached dwellings, the Morgan Boulevard Metro center contains residential land uses to support transit. Selected commercial retail and service uses are situated along Central Avenue, though these uses are not contiguous.

Table 6-7: Morgan Boulevard Land Use Mix 60%

General Plan Vision (Regional Center) 20-70%

11%

10-60%

Existing Residential Retail and Services Employment (office) Public Uses

19%

10-20% Source: M-NCPPC (2008).

Although the recently built multifamily dwelling units are an optional use for a regional center (as described in the General Plan), the Morgan Boulevard Metro center has a minimum amount of retail and service commercial uses and no officebased employment uses.

Public Transportation

The Morgan Boulevard Metro Station enclosed area consists of one parcel, totaling 451,892 square feet or approximately 10.4 acres, including the station, parking garage, kiss-and-ride lot, bus

service area, and access roadways. Morgan Boulevard is a mid-line Metrorail station. The station currently services the Blue Line trains to Franconia-Springfield and Largo Town Center. There is an entrance and exit on Garrett A. Morgan Boulevard. There are no stations within a reasonable walking distance from this station. A total of 3,200 passengers enter and exit the Metrorail station on a typical weekday. There are no Metrobus routes; three TheBus routes serve the station area. The station has eight bus bays. The net new trips generated by the forecasted new development projects in the Morgan Boulevard growth center by year 2020, given the transit reduction and pass-by capture reductions discussed previously, are 1,949 during the AM peak hour and 1,810 during the PM peak hour. The corresponding net new trips by year 2030 are 2,665 in the AM peak hour and 2,554 during the PM peak hour. According to WMATA’s 2008 station access and capacity study, the peak ridership at Morgan Boulevard makes up a large portion of the daily ridership instead of distributed daily use. Stations with a balance of job, housing, entertainment, and retail typically have a lower share in peak ridership of the daily total, as well as more of a balance between entries and exits during the same time period. Developing a mix of uses around the high-peaked stations would help increase ridership throughout the day, as well as in the nonpeak (reverse commuting) direction during peak hours.

Based on data from WMATA’s 2007 passenger survey, 69 percent of passengers arriving at and entering the Morgan Boulevard Metro Station drove and parked, 22 percent were dropped off, six

In order to fully realize Morgan Boulevard Metro as a center with medium- to high-density, mixeduse development, a number of transportation needs must be met. These include: ■■ Improve pedestrian access and safety across Morgan Boulevard and Central Avenue.

■■ Provide pedestrian friendly connections from development to existing road network. ■■ Identify and close gaps in the existing road network.

■■ Provide connectivity within the commercial areas in the center. ■■ Provide connectivity between commercial development along Central Avenue to residential neighborhoods along Morgan Boulevard.

CENTERS AND CORRIDORS

The Morgan Boulevard Metro Station was built with a parking lot for 608 daily parking spaces, a kiss-and-ride surface parking lot for 78 metered spaces, a 15-minute driver-attended waiting lot, 10 motorcycle spaces, a number of ADA handicapped spaces, and a taxi waiting area. Station parking is currently utilized at 96 percent. On an average weekday, all garage and kiss-and-ride spaces are occupied; there is a significant unmet parking demand. Bike parking is available, including nine bike racks with 40 lockers. No ZipCar or shared parking spaces exist.

percent walked, and two percent arrived by bus. Although the station has a dedicated taxi stand and bicycle facilities and lockers, less than one percent of Metro riders access the station via taxi and none arrived to the station by bicycle. According to the 2008 WMATA access and capacity study, Morgan Boulevard also has possible existing bicycle access issues because the station is not directly connected to any bicycle routes. The study also identified Morgan Boulevard as a station with possible existing pedestrian access issues outside the station core because it is adjacent to a major roadway and missing sidewalks near the station. The Morgan Boulevard Metro center lacks a comprehensive network of pedestrian and bicycle facilities. Key roadways, such as Garrett A. Morgan Boulevard, Brightseat Road, Hill Road, and Central Avenue, have no pedestrian amenities and bicycle facilities.

■■ Improve east/west access to support future development activities within the center.

■■ Identify opportunities for additional pedestrian and vehicular connections to the Metro station. ■■ Maintain options for on-street parking along Morgan Boulevard.

■■ Provide better connectivity of access to the Metro station from FedEx Field.

Potential Development Character

The Morgan Boulevard growth center is positioned to capitalize on its strong identity with sports and Approved Subregion 4 Master Plan and Sectional Map Amendment

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recreation on national, regional, and local levels. The presence of FedEx Field, home to the National Football League’s Washington Redskins, and M-NCPPC’s world-class Sports and Learning Complex form a critical mass that can be leveraged to attract other sports and recreation uses and consequently, complementary uses such as hotels, retail, and sports and recreation-oriented businesses. Regional sports centers may have the flexibility to accommodate a wide range of activities or specific sports, like football, baseball, or soccer. Amateur and youth sports complexes with “championshipcaliber” facilities that are targeted to regional tournaments serve as effective tourism destinations in many localities. In Polk County, Florida, for example, it is estimated that county tourism and sports marketing-assisted events generated in excess of $126 million in economic benefits for the county. These benefits accrue in the form of hotel room nights, spending on food and beverage, transportation, etc. The Morgan Boulevard transit area could be the beneficiary of sports and recreation development in the surrounding area through the development of hospitality, food and beverage, and other complementary uses.

Potential Mix of Uses Residential

■■ Low- to mid-rise multifamily, mixed-use element ■■ Townhouses and quads ■■ High-density single family

Commercial

■■ Urban density, mixed use element ■■ Commercial ■■ High-rise employment ■■ Retail and services ■■ Street level retail and service mixed-use element ■■ Shopping center revitalization

TOD Implementation Actions

■■ Initiate the joint development process with WMATA for Morgan Boulevard Metro land.

■■ Support a joint development strategy for county-owned land off Jonquil Avenue near the Metro station to facilitate TOD.

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■■ Encourage a higher proportion of employmentsupporting TOD through land use policy. Projects in the development pipeline should be examined for their appropriateness to TOD. The allowance for higher densities within the TOD will of itself provide incentive for developers to rethink and redesign their projects. ■■ Support a development scenario presented by a property owner at the Metro station that would include 100–200 single-family dwellings, 900–1,200 townhouses, and 1,500–1,900 urban density units, as well as a 300,000-square-foot retail component and a 600,000-square-foot commercial office component. ■■ Develop a marketing campaign geared to commercial brokers for Morgan Boulevard to promote it as a transit-supportive employment center and to encourage the development of employment uses.

■■ Conduct a feasibility assessment for development of regional sports facilities in the surrounding vicinity. These facilities should be capable of hosting amateur events drawing from a multistate market.

■■ Recruit complementary industries such as sports medicine and sporting goods retailers as tenants at Morgan Boulevard.

Goals

■■ Encourage dense, urban development close to the Metro station.

■■ Focus ground-floor storefront development at locations along Central Avenue, facing the Metro station entrance, and Morgan Boulevard. ■■ Promote compact, mixed-use development that services pedestrian and automotive traffic.

■■ Provide road connections from existing and new development to the existing road network. ■■ Capitalize on the open land west of the Metro station with mixed-use, transit-oriented development.

Policies and Strategies Policy 1

Encourage vertical, mixed-use, TOD within and around the Morgan Boulevard Metro Station.

Strategies

■■ Encourage development densities that are area appropriate and economically viable.

■■ Encourage the relocation of the Prince George’s County Call Center to allow for TOD.

■■ Create TOD on the undeveloped woodland owned by M-NCPPC to area west of the Metro station owned by WMATA. ■■ Form implementation team with WMATA, County Council, County Executive, and government agencies to encourage joint TOD at the Metro station.

■■ Provide for ground-floor storefront development that fronts on a newly created civic green at the entrance to the Metro station. ■■ Reserve land for future office development within walking distance of the Metro station.

■■ Create additional pedestrian connections from the existing townhouse development to the Metro station.

Policy 2

Establish an integrated pedestrian-friendly road network that connects all areas of the growth center.

■■ Encourage on-street parking in the center to serve as a buffer between roads and pedestrian areas and to slow traffic.

Policy 3

Create a network of civic greens and civic buildings that are integrated into the surrounding urban fabric.

Strategies

■■ Create an urban civic green that faces the Metro station entrance and provides a focal point for passengers exiting and entering the Metro, as well as for the surrounding mixed-use community. ■■ Preserve environmentally sensitive areas with development constraints in the western and northern sections of the growth center as passive open space. ■■ Provide large civic greens within the TOD south of the Metro station for public use and smaller civic greens within new townhouse development for residential use.

■■ Encourage each civic green to be bounded by neighborhood roads on at least two sides.

■■ Maintain a woodland buffer between the denser development surrounding the Metro station and the surrounding single-family residential neighborhoods.

Policy 4

■■ Establish an urban block pattern that complements the pedestrian environment and allows development to be economically successful.

■■ Preserve the former school building south of Central Avenue as a civic building and surrounding land as a civic green.

■■ Improve safe pedestrian access across Central Avenue and Morgan Boulevard.

■■ Promote road connections from the Metro station to points north and west that service potential TOD and help create a fully realized street grid.

CENTERS AND CORRIDORS

Strategies

Preserve and restore the growth center’s historic attributes.

Strategies

■■ Consider the establishment of an interactive “teaching farm” north of the Metro that provides hands-on education about the area’s farming history.

■■ Improve existing sidewalks, connect sidewalks segments, and establish rights-of-way widths that accommodate wide sidewalks.

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Policy 5 Reestablish Central Avenue as a commercial and retail corridor.

Strategies

■■ Require that all building entrances front on Central Avenue.

■■ Provide an adequate amount of ground-floor retail facing onto Central Avenue. ■■ Improve sidewalk connections along Central Avenue and pedestrian crosswalks across Central Avenue.

■■ Create a boulevard environment on Central Avenue that incorporates streetscape elements, such as street trees, benches, street lights, and areas for outdoor dining. ■■ Encourage parking in the rear for structures that front on Central Avenue.

Policy 6

Encourage the redevelopment of the Summerfield Military Housing property.

Strategies

■■ Ensure the cooperation with property owners to develop the site. ■■ Create pedestrian connections to ensure connectivity between the site, existing housing development, and the Metro station.

■■ Encourage mixed-use development with higher densities closer to the Metro station. ■■ Ensure a mix of housing types and a variety of price ranges. ■■ Encourage the development of a variety of housing types at a range of price points.

Urban Design Concept

The vision and urban design concept for the Morgan Boulevard Metro center were developed during a three-day public planning and design charrette held in November 2008. Overall, the urban design concept for Morgan Boulevard expands the community around the Metro station into a diverse, mixed-use center. The design concept maintains connectivity throughout the growth center, with an emphasis on north to south connections. In order for this to occur, new

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vehicular access will be provided through the property currently owned by the county to the area north of the Metro right-of-way, including the extension of Jonquil Avenue across the Metro right-of-way. Additionally, construction of a street grid within the area west of Morgan Boulevard, south of the Metro, and north of Central Avenue will provide for a more effective traffic flow and enhance the pedestrian experience. Development south of the Metro and north of Central Avenue will encompass a four- to- tenstory mixed-use development of office, residential, and retail uses in general building types, as described below. A concentration of office uses would develop closer to the Metro, while buildings east of Jonquil Avenue would be predominantly residential, with some service retail. Locating these uses within walking distance to the Metro station is a way to achieve denser, more urban development, rather than largely suburban development existing there now. Public parks and open spaces will be interspersed throughout this area, particularly south of the Metro station and north of Central Avenue, where development is expected to be the most dense. Complementing the density and uses proposed in this area is the designation of ground-floor retail just outside the entrance to the Metro station. This designation is expected to serve Metro patrons, as well as residential and office uses in the general vicinity of the growth center. Ground-floor retail will capitalize on pedestrian and vehicular traffic west of Morgan Boulevard along the north and south sides of Central Avenue. Central Avenue itself will transform into a major, tree-lined urban boulevard with a prominent retail presence and sidewalks. Additionally, the wetland area that runs along the southern side of Central Avenue will be preserved as an open space/ environmental feature for new development south of Central Avenue. East of Morgan Boulevard, mixed-use development of four to ten stories will continue along Central Avenue. Two-and-a-half acres comprising a historic school and its grounds will be preserved as civic open space and will connect to a proposed trail within the preserved riparian buffer south of

Central Avenue. Mixed use structures are constructed to the north side of Central Avenue, up Fieldstone Way, along a new rectangular street, and on to Tayside Way. This scale of mixed-use development will front onto the east side of Morgan Boulevard, transforming it into a major urban boulevard with sidewalks and street trees, similar in nature to the boulevard proposed for Central Avenue. North of Tayside Way, the riparian open space area owned by the county is expanded and enhanced with a trail/walkway that connects the former Summerfield development to the Metro station.

The existing townhouse development west of Morgan Boulevard and north of the Metro station will also be incorporated into the urban design concept. The community’s central open space will be preserved and new roads will provide access to the Metro station and surrounding new development. The ground-floor retail on Morgan Boulevard will likely provide service retail uses, such as a grocery store, to accommodate residents in the townhouses and the new development north of the Metro station. Development will increase in height as it continues south toward the Metro station to capitalize on proximity to transit, where land is also more valuable. It is anticipated that this

Conceptual Regulating Plan

The Morgan Boulevard Metro center is designated as an Urban Center 2 (UC2) (see Map 6-5 on page 154). The center consists of a Metro station and two major corridors, Morgan Boulevard and Central Avenue. Morgan Boulevard is identified in the conceptual regulating plan as a major street (M-1) that is 121 feet wide and consists of two through lanes, a center lane or optional median, parallel parking on each side of the street, and adequate space for streetscape amenities, such as sidewalks, street trees and dooryards. Central Avenue is identified in the conceptual regulating plan as a major street (MWB-1) that is 164 feet wide and consists of two inside through lanes and two outside through lanes, two bike lanes, two slip lanes or access roads, two parking lanes, a center turn lane or median, two side medians, and adequate space for streetscape amenities, such as sidewalks, street trees, and dooryards.

Urban Neighborhood 1

CENTERS AND CORRIDORS

A new, urban, mixed-use community occupies the former Summerfield housing development, north of the riparian zone, and lies within close proximity to the Metro station. The development’s internal street grid is enhanced with additional north/south connections that break up the block pattern and allow for more efficient pedestrian movement. Small pockets of open space are interspersed throughout this urban neighborhood, which comprises townhouses and small apartments, no more than three stories high. In the event that the entire Summerfield Military Housing community is proposed for redevelopment under a single application, the regulating plan shall include the entire property. The existing multifamily development is preserved and incorporated with the proposed Summerfield redevelopment through both a connected street pattern and shared green spaces. An extension of Ridgefield Boulevard to Brightseat Road is also proposed for this community.

development will accommodate offices, other commercial, and residential uses. In the long-term, it is also anticipated that approximately four acres in the far west corner of this area could accommodate a proposed “teaching farm,” which would be surrounded by development that is similar to nearby, mixed-use development. Development of dense, mixed-use urban buildings is encouraged on top of the below-grade portions of the Metro right-of-way, in addition to new north to south road connections and an employment reserve area.

Gross Acres—72.2 Net Developable Acres—48.0 Urban Neighborhood 1 is located east of Morgan Boulevard, south of Valley Trail Lane, and north of county-owned open space. Townhouse/small apartment frontage, which ranges in height from two- to three-stories, is designated at the eastern corner of Urban Neighborhood 1. General frontage is designated from the western edge of the townhouse/small apartment frontage to the east side of Morgan Boulevard. Storefront frontage is designated at the intersection of Ridgefield Boulevard and Morgan Boulevard. Every frontage specified in the conceptual regulating plan can only occupy the portion of the lot specified as the Approved Subregion 4 Master Plan and Sectional Map Amendment

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Map 6-5: Morgan Boulevard Metro Center—Conceptual Regulating Plan

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buildable area, which is the area behind the build-to line, as designated by the building type or “frontage”. The existing and proposed townhouses east of Morgan Boulevard are preserved, while the existing Summerfield development is redeveloped with similar frontage and a revised street network. Development is enhanced with a series of newly designated triangular civic spaces south of Ridgefield Boulevard and a linear park south of the circle. The total amount of civic space in each urban neighborhood must be no less than four percent of the net lot area of the urban neighborhood, and each must be bounded by neighborhood roads on at least two sides. Two 56-foot-wide (NST-3) streets are designated in the southwestern portion of the urban neighborhood, north and south of a small civic space.

Urban Neighborhood 2

Gross Acres—175.3 Net Developable Acres—108.4

Urban Neighborhood 3 (Orphan) Gross Acres—45.9 Net Developable Acres—37.3

Urban Neighborhood 3 is located south of Central Avenue and west of Morgan Boulevard. This urban neighborhood is designated as an “orphan” because it cannot meet the minimum area criteria of an urban neighborhood in a regional center, which includes the required frontage percentages listed above. Urban Neighborhood 3 provides general frontage along the south side of Central Avenue and a small portion of storefront frontage west of the intersection of Central Avenue and Morgan Boulevard, but it does not contain townhouse/small apartment frontage.

Urban Neighborhood 4 (Orphan) Gross Acres—15.7 Net Developable Acres—6.4

Urban Neighborhood 4 is located east of Morgan Boulevard and south of Central Avenue. General frontage is designated along Central Avenue, Morgan Boulevard, and a new interior street off of Central Avenue. A large civic space with a historic school composes the southeast corner of the urban neighborhood. Urban Neighborhood 4 is also an “orphan” because it does not contain townhouse/ small apartment frontage or storefront frontage.

CENTERS AND CORRIDORS

Urban Neighborhood 2 is located west of Morgan Boulevard, north of Central Avenue, and includes the Morgan Boulevard Metro Station. Townhouse/ small apartment frontage and the civic space with adjoining open space designations preserve the existing residential development. New development connected to the southern edge of the existing residential development would transition into general frontage and continue toward the Metro station. The designation of general frontage would maximize development height and land uses due to its proximity to the Metro station; such development would allow for four- to ten-story buildings occupied by commercial, residential, retail uses, or a combination of the three. General frontage and storefront frontage is located on property facing Morgan Boulevard, south of the Metro entrance, and along the north side of Central Avenue, west of Morgan Boulevard. It is assumed that all storefront and general frontages would require some structured parking to become fully realized. New civic spaces are identified throughout the urban neighborhood, including a small plaza or green at the entrance to the Metro station, a median park in the center of the neighborhood and, just southwest of the Metro station, a large public green in the northwest corner of the urban neighborhood, and a medium-sized park closer to

Morgan Boulevard, south of the Metro station. An improved street grid provides more efficient north/ south vehicular mobility from new development south of the Metro station to existing development north of the Metro and promotes pedestrian activity. An employment reserve area is dedicated northwest of the Metro station in an effort to hold land in reserve to be developed as employment is realized either on this site or elsewhere in the urban neighborhood.

Urban Neighborhood 5 (Orphan) Gross Acres—25.2 Net Developable Acres—20.1

Urban Neighborhood 5 is located east of Morgan Boulevard and north of Central Avenue. General frontage is designated along Fieldstone Way and Tayside Way. A small rectangular street proposed just off of Morgan Boulevard and connected to Fieldstone Way is also designated as general Approved Subregion 4 Master Plan and Sectional Map Amendment

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frontage. A small segment off of Fieldstone Way is designated as detached frontage, which consists of single-family, detached housing that is not to exceed two stories in height. Urban Neighborhood 5 is an “orphan” because it does not contain townhouse/small apartment frontage or storefront frontage.

Landover Metro Center Vision

The vision for development of the Landover Metro center includes TOD that creates an urban, mixeduse environment close to the Metro station that is connected, via a publicly-accessible central feature, to the retained industrial district. This district would offer a prime location for existing and new businesses. Additionally, distinctive, high-quality development would be located along Landover Road and 75th Avenue that would increase in density near and immediately surrounding the Metro station. The Beaverdam Creek corridor would be preserved and naturally enhanced (see Map 6-6 on page 157).

Background

The Landover Metro center is a predominantly industrial area that lacks a diversity of land uses appropriate for a Metro station location. Major access to the growth center is provided by the Landover Metro Station east of US 50, which creates its western boundary, and Landover Road, which creates its southern edge. In addition, the growth center is bound by Pennsy Drive to the north and Dodge Park Road to the east. Commercial land use is located in the southeastern corner of the growth center, divided by Dodge Park Drive, and just south of Landover Road and east of Kent Town Place. Currently, the area lacks a significant residential component within close proximity to the Metro station, with only one multifamily residential development southeast of the Metro station. Centrally located within the growth center is the historic Beall’s Pleasure property, a brick home built by Benjamin Stoddert in the 1790s. A large area of open space surrounds the historic structure, which is located on Beall’s Pleasure Lane, west of 75th Avenue. Beaverdam Creek travels parallel to US 50 through the growth center, separating the

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Landover Metro Station site from industrial development along Pennsy Drive. The environmentally-sensitive creek corridor is considered to be undevelopable and is within the regulating area of the county’s green infrastructure network. A significant opportunity for development in the growth center presents itself through a large area of vacant land north of Landover Road and west of 75th Avenue.

Key Planning Issues

Key planning issues in the Landover Metro center include: ■■ Finding creative ways to retain the existing industrial development, which plays an important role in the county’s economy, while making the area attractive to office and residential development.

■■ Retaining and highlighting Beall’s Pleasure as a shared community area. ■■ Enticing higher, more dense development next to the Landover Metro Station. ■■ Incorporating approved plans for new development in the overall concept.

■■ Creating a sufficient number of vehicular and pedestrian connections over Beaverdam Creek to service the new street grid and minimize impacts on the environmentally-sensitive corridor.

Land Use

The Landover Metro center features a high proportion of industrial uses along Pennsy Drive. Residential uses are the next most prevalent, and dwelling types include both multifamily units and compact single-family detached residences. Older commercial retail and service uses are clustered along Landover Road.

Map 6-6: Landover Metro Center—Illustrative Plan

CENTERS AND CORRIDORS

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Table 6-8: Landover Land Use Mix 48%

General Plan Vision (Regional Center) 20-70%

10-60%

Existing Residential Retail and Services Employment (office) Public Uses

10-20% Source: M-NCPPC (2008).

The Landover Metro center currently lacks a strong base of retail, service, and office-based employment uses relative to the vision for a regional center described in the General Plan.

Public Transportation

The Landover Metro Station enclosed area consists of one parcel, totaling 672,005 square feet or approximately 15.4 acres, including the station, parking garage, kiss-and-ride lot, bus service area, and access roadways (FEMA floodplains and wetlands are excluded). Landover is a mid-line Metrorail station. The station currently services the Orange Line trains to New Carrollton and Vienna/ Fairfax-GMU. There is an entrance and exit on Pennsy Drive. There are no stations within a reasonable walking distance from this station. Approximately 5,600 passengers enter and exit the Metrorail station on an average weekday and approximately 1,200 passengers board and alight Metrobus from the rail station. Four Metrobus routes and one TheBus route serve the rail station. The station has four bus bays. The net new trips generated by the forecasted development projects in the Landover Metro center by year 2020, given the transit and pass-by capture reductions, are 59 during the AM peak hour and 57 during the PM peak hour. The corresponding net new trips by year 2030 are 601 in the AM peak hour and 693 during the PM peak hour. Landover Metro was built with a parking lot for 1,866 daily parking spaces, a kiss-and-ride surface parking lot for 14 metered spaces, a 15-minute driver-attended waiting lot for seven spaces, ten motorcycle spaces, one ADA handicapped space,

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and a taxi waiting area. There are 20 reserved permit holders. The station garage has a 67 percent utilization rate and generates $1.3 million per year. On an average weekday, all garage and kiss-andride spaces are occupied; there is significant unmet parking demand. Bike parking and car sharing are available, including 26 bike racks (and eight lockers) and two ZipCar parking spaces. Based on data from WMATA’s 2007 passenger survey, 67 percent of passengers arriving at and entering the Landover Metrorail drove and parked, 16 percent arrived by Metrobus, seven percent were dropped off, seven percent walked, two percent arrived by other bus services, and one percent arrived by taxi. Although the station has dedicated bicycle facilities and lockers, no Metro rider survey takers reported accessing the station by bicycle. According to the 2008 WMATA access and capacity study, Landover Metro has possible existing bicycle access issues because the station is not directly connected to any bicycle routes. The study also identified Landover as a station with possible existing pedestrian access issues outside the station core because it is adjacent to a major roadway and is missing sidewalks near the station. The Landover Metro center lacks a comprehensive network of pedestrian and bicycle facilities. Key roadways, such as Landover Road, Pennsy Drive, and 75th Avenue, have sporadic pedestrian and bicycle facilities. According to the Maryland Department of Transportation’s State Highway Administration crash records from 2006 through 2007, there were a total of 121 vehicle crashes and three pedestrianinvolved crashes reported in the Landover Metro center. A majority of the crashes occurred at Landover Road and John Hanson Highway with 98 vehicular crashes and one pedestrian-involved crash, Landover Road and 75th Avenue had 20 vehicular crashes and one pedestrian crash, and Landover Road and Dodge Park Road had three vehicular crashes and one pedestrian crash. These crash trends points to a need for safety and operational improvement strategies along Landover Road to address any roadway deficiencies. In order to fully realize Landover Metro as a center with medium- to high-density, mixed-use development,

a number of transportation needs must be met. These include: ■■ Create a sufficient number of vehicular and pedestrian connections over Beaverdam Creek to service the new street grid and minimize impacts on the environmentally-sensitive corridor. ■■ Provide sufficient sidewalk access and connectivity parks from surrounding developments.

■■ Improve safe pedestrian access across Landover Road.

■■ Integrate sidewalk and streetscape considerations into new development planning and implementation process. ■■ Create an urban block street pattern that enhances a range of development patterns and accommodates pedestrian mobility and accessibility within the center.

■■ Develop a comprehensive network of pedestrian facilities and amenities to enhance connectivity and access from the industrial development district to the TOD area. ■■ Develop a new roadway network around the historic area to enhance integration with the surrounding street network.

■■ Develop a grid-block street network to promote and enhance pedestrian accessibility and mobility within the center.

■■ Develop a street network that addresses the needs of both truck traffic and pedestrians to enhance safety, mobility, and access to and from the Landover Metro Station. ■■ Improve the connectivity and street grid throughout the center.

■■ Improve intersection alignments throughout the center. ■■ Develop a new network of roads around the Landover Metro Station to create a grid system.

Landover Metro center’s potential lies in its ability over time to transform from a low-density employment center characterized by warehousing, distribution, and light industrial to higher density employment consistent with TOD principles. The challenge for Landover will be in how to transition from a viable, low-density employment node to an equally viable, high-density, mixed-use employment node. The lack of available lab space in Prince George’s County has been cited as a reason that promising biotech startups pack up and move to neighboring Montgomery County for more readily available lab space. Although Landover is not currently under consideration as a center for bioscience (M Square, Konterra, and Prince George’s Plaza Metro are), it could nonetheless be considered for other innovative technology businesses that may require “unconventional” space for their activities. For example, underutilized warehouses could be assessed for their suitability for research and development space and, if and when available, could be marketed as such. As redevelopment opportunities arise, a focus on attracting environmentally beneficial businesses and “green” technologies could set the Landover growth center apart from other local employment nodes. Although Leadership in Energy and Environmental Design (LEED)-certified building is a laudable objective and should be encouraged throughout the county, a particular emphasis on promoting LEED at the Landover Metro Station could attract positive publicity and investor interest in the area.

CENTERS AND CORRIDORS

■■ Develop a street network that serves the needs of truck traffic to, from, and within the industrial area of the center to promote safe and efficient freight accessibility and mobility.

Potential Development Character

Potential Mix of Uses Residential

■■ Urban density, mixed use element

Commercial

■■ High-rise employment

■■ Street level retail and service mixed-use element ■■ Shopping center revitalization

TOD Implementation Actions

■■ Encourage development of appropriate density on unimproved development sites, such as Approved Subregion 4 Master Plan and Sectional Map Amendment

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Hunter’s Ridge, through land use policies. Hunter’s Ridge, planned for 323 townhouses on approximately 25 acres, is separated from the Landover Metro Station by an industrial property containing two warehouse structures. Under TOD, the Hunter’s Ridge property could support more residential units and a mixed-use component.

■■ Explore the potential availability of the distribution warehouse site between Hunter’s Ridge and the Metro station for acquisition and redevelopment to research and development. This property should be tracked and identified as the key link to joining Hunter’s Ridge to the Landover Metro. A Subregion 4 community development corporation should take the lead on this, maintaining contact with the real estate development community and keeping it apprised of the property’s status.

■■ Commercial/Industrial building loan funds should be targeted to Landover to augment business development efforts in support of more TOD-appropriate employment. The scarcity of developable land around and near the Metro station dictates the redevelopment of existing properties (mainly industrial) as the most viable option for achieving TOD.

Goals

■■ Encourage dense, urban development close to the Metro station. ■■ Focus ground-floor retail development across from the Metro station entrance and along internal, pedestrian-friendly streets off of Landover Road. ■■ Enhance the Beaverdam Creek corridor.

■■ Establish a higher concentration of residential development. ■■ Create a distinct district for industrial development.

Policies and Strategies Policy 1

Encourage an economically viable and desirable balance of mixed-use, TOD southeast of the Landover Metro Station.

Strategies

■■ Promote increased residential development that supports commercial office and retail uses within the growth center.

■■ Provide for ground-floor retail development that fronts the Metro station entrance and newly created internal streets south of the Metro station. ■■ Retain the existing multifamily residential development east of 75th Avenue and encourage increased development of townhouses and small apartments south of the industrial district.

■■ Encourage maximum development of the densities allowed west of Beaverdam Creek to capitalize on this area’s proximity to the Metro station.

Policy 2

Establish a network of publicly accessible open spaces and civic greens in the Landover Metro center.

Strategies

■■ Enhance the Beaverdam Creek corridor with landscaping that serves as both a natural feature and a “green” visual seam in the growth center’s site plan.

■■ Create internal civic greens, where possible, that maximize public accessibility and use. ■■ Ensure that each civic green is bounded by roads on at least two sides.

Policy 3

Establish an urban street grid that caters to pedestrians and provides sufficient vehicular connectivity.

Strategies

■■ Improve safe pedestrian access across Landover Road.

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■■ Define an urban block pattern that allows development to be economically successful as well as complements the pedestrian environment. ■■ Promote access over Beaverdam Creek that connects the growth center and respects the sensitivity of the creek’s environment.

■■ Provide park amenities, such as benches and lighting, on the grounds of the historic site.

Policy 6

Increase residential opportunities around the Metro station.

Strategies

■■ Encourage sidewalk and streetscape improvements, such as street trees, street lights, benches, and plantings with each new development.

■■ Connect new and existing housing through pedestrian pathways and ensure design compatibility.

Establish an industrial development district in the northeastern section of the center that attracts new businesses and allows current businesses to remain.

Protect the environmental features at the Metro station.

Policy 4

Strategies

■■ Allow for a larger urban block development pattern to accommodate businesses needing a larger footprint.

■■ Focus residential development south of the industrial development district to avoid negative impacts to surrounding residents. ■■ Establish new industrial development design standards to improve the appearance of the industrial development in this area.

■■ Establish direct and attractive pedestrian access from the industrial development district to the TOD district to promote shared connectivity and activity.

Policy 5

Preserve Beall’s Pleasure and its grounds as a historic resource.

Strategies

■■ Maintain the open, wooded area surrounding the historic house as a public open space. ■■ Create new roadways around the historic resource so that it is integrated into the surrounding street network.

■■ Provide sufficient sidewalk access to the park from surrounding development.

Policy 7

Strategies

■■ Mitigate stormwater runnoff and flooding by implementing environmentally sensitive design techniques, such as rain gardens, biroretention and infiltration areas, innovative stormwater outfalls, underground stormwater management, green streets, cisterns, rain barrels, and grass. ■■ Manage flooding caused by woody debris and trash blockages of culverts, stream banks, and channels through the performance monitoring and evaluation of maintenance activities. ■■ Encourage development on the least-sensitive portions of the site.

Urban Design Concept

The vision and urban design concept for the Landover Metro center were developed during a three-day public planning and design charrette held in November 2008. The Landover Metro center’s urban design concept will retain existing industrial development and incorporate mixed-use residential and office development to create an urban, contemporary, mixed-use environment. A central, historic green will connect the industrial/ mixed-use areas to lower-intensity developments. These areas will be further connected through a grid of secondary streets providing better pedestrian and vehicular access throughout the growth center.

CENTERS AND CORRIDORS

■■ Allow the industrial development district to evolve to accommodate future transformations of land use in the growth center.

■■ Ensure housing supports a mix of incomes.

Beginning at the Landover Metro Station, tall, dense residential and office mixed-use development will be located along the eastern side of the Metro Approved Subregion 4 Master Plan and Sectional Map Amendment

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right-of-way. Ground-floor retail will be located on the corners of the two buildings closest to the Metro station, directly across from its entrance. A small section of townhouse and small apartment development will be located south of these buildings, north of Landover Road. To the east of this development will be an environmentally enhanced and preserved Beaverdam Creek. The creek will be crossed at five locations to provide access to Pennsy Drive and new development to the east. Mixed-use development will be located along Landover Road and the area north of Landover Road, east of Pennsy Drive, and south of the industrial employment area. This development will include ground-floor retail along new, neighborhood-scaled streets, and buildings will be sited in a smaller, grid-block pattern to promote pedestrian accessibility. Ground-floor retail will serve residents, area employees, and visitors, particularly Metro users. A large, vertically oriented civic green will transition between the urban, mixed-use development to the west and the townhouse and small apartment development to the east. This green will likely have a central feature, such as a fountain or gazebo, and be fully accessible to residents, visitors, and employees. Moving east from the civic green, development will transition into townhouses and small apartments, encompassing some existing development, some proposed development, and a small civic building. The block pattern will serve vehicular traffic and also enhance the pedestrian environment with smaller blocks and crosswalks. Urban, mixed-use development will continue to front on both the north and south sides of Landover Road. A large, civic green, located west of 75th Avenue and east of Pennsy Drive, containing a historic property and its grounds, will become the central focal point of the Landover Metro center. The enhanced street grid will provide better vehicular and pedestrian access to the existing historic site and its now-public grounds. North of this central feature will be the extensive industrial employment center, located between Pennsy Drive and 75th Avenue. This area will have a much larger block pattern than surrounding development and will be equipped to serve trucks making deliveries, as well

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as employees walking to and from the Metro station. A large, natural buffer will be created northeast of this area to protect residential development to the north. Across 75th Avenue, townhouse and small apartment development will continue to abut the mixed-use development along Landover Road. All four corners of the intersection north of Landover Road and Dodge Park Road will include mixed-use development with ground floor retail. Additionally, a small civic green will highlight one of the retail corners. Urban, mixed-use development will continue north along Dodge Park Road one block further, until it scales back down to townhouse and small apartment development. A large civic building will terminate the eastern edge of the growth center and will be surrounded by a large park environment.

Conceptual Regulating Plan

The Landover Metro is designated as a UC2 center (see Map 6-7 on page 163). The center consists of the Landover Metro Station and the major corridors of Landover Road, Pennsy Drive, and 75th Avenue. Pennsy Drive and 75th Avenue are identified in the conceptual regulating plan as major streets (M-1) that are 121 feet wide and consist of two through lanes, a center lane or optional median, parallel parking on each side of the street, and adequate space for streetscape amenities, such as sidewalks, street trees, and dooryards. Landover Road is identified in the conceptual regulating plan as a major street (MWB1) that is 164 to 182 feet wide (based on existing conditions) and consists of two inside through lanes and two outside through lanes, two bike lanes, two slip lanes or access roads, two parking lanes, a center turn lane or median, two side medians, and adequate space for streetscape amenities, such as sidewalks, street trees, and dooryards.

Urban Neighborhood 1

Gross Acres—34.8 Net Developable Acres—22.5 Urban Neighborhood 1 is located north of Pennsy Drive, to the south of John Hanson Highway (US 50), and adjacent to the Landover Metro Station. Townhouse/small apartment frontage is located in the southwestern edge of the

Map 6-7: Landover Metro Center—Conceptual Regulating Plan

Landover Metro Center - Conceptual Regulating Plan Legend Storefront Frontage

Existing Property Line

Build-To Line (BTL)

.50 Mile Radius

General Frontage

Urban Center Boundary Line

Lot Building Limit (LBL)

.25 Mile Radius

Townhouse/Small Apartment Frontage

Alley/Access Easement (Exact Location TBD)

Wetlands

Regulation Area

Detached Frontage

Urban Neighborhood Boundary Line

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100’ 200’

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neighborhood along Old Landover Road and a new unnamed road that serves as the western entrance to Landover Metro Station. A new network of roads replaces the existing parking lots of the Metro station, creating a block grid system for the neighborhood. Shopfront frontages are designated at the corners of the two blocks that sit directly across from the Metro station. A central civic green serves as a focal point for the parallel blocks. The remainder of the neighborhood is designated as general frontage.

Urban Neighborhood 2

Gross Acres—45.4 Net Developable Acres—31.3 Urban Neighborhood 2 is defined as lots south of the historic Beall’s Pleasure property, north of Landover Road, east of Pennsy Drive, and west of 75th Avenue. Blocks located along 75th Avenue and within the eastern section of the neighborhood are townhouse/small apartment frontages. The central corridor of the neighborhood consists of general frontages and a large civic green at the center of the main thoroughfare in the corridor. The western section of the neighborhood is characterized by a pair of shopfront frontage streets surrounded by general frontages on the edges of the neighborhood.

Urban Neighborhood 3

Gross Acres—52.8 Net Developable Acres—34.6 Urban Neighborhood 3 is bounded by Employment District 1 to the north, Landover Road to the south, 75th Avenue to the west, and an M-NCPPC park property to the east. The neighborhood is divided into two sections by Park Road and has a new network of roads that creates an irregular grid pattern. The western section of the neighborhood is defined by townhouse/small apartment frontages and a central civic green that sits in the middle of the section. Along Park Road, at the intersection of the two sections of the neighborhood, shopfront frontage occupies all four corners of the intersection. The rest of the neighborhood to the south of Park Road comprises general frontages and a small park.

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Urban Neighborhood 4 (Orphan) Gross Acres—10.3 Net Developable Acres—10.3 Urban Neighborhood 4 is located south of Landover Road and west of Kent Town Place. The neighborhood consists of general frontages along Landover Road and Kent Town Place. The neighborhood is considered an “orphan” neighborhood because it does not contain either the required townhouse/small apartment or storefront frontages. Additionally, the orphan neighborhood does not meet the 20-acre minimum gross acreage requirements to be considered a complete “urban neighborhood.”

Urban Neighborhood 5 (Orphan) Gross Acres—4.2 Net Developable Acres—4.2

Urban Neighborhood 5 is located south of Landover Road and east of Kent Town Place. The neighborhood consists of general frontages along Landover Road and Kent Town Place. The neighborhood is considered an “orphan” neighborhood because it does not contain the required townhouse/small apartment or storefront frontages. Additionally, the orphan neighborhood does not meet the 20-acre minimum gross acreage requirements to be considered a complete “urban neighborhood.”

Employment District 1

Gross Acres—67.7 Net Developable Acres—50.4 Employment District 1 is located north of the Beall’s Pleasure property, east of Pennsy Drive, and west of Hubbard Road. The neighborhood consists of employment-related frontages throughout the neighborhood.

Employment District 2

Gross Acres—15.6 Net Developable Acres—13.8 Employment District 2 is located north of Pennsy Drive, south of John Hanson Highway, and east of Veterans Parkway. The neighborhood consists of employment-related frontages throughout the neighborhood.

Landover Gateway Center The 2009 Approved Landover Gateway Sector Plan and Sectional Map Amendment provides more detailed background information, in addition to a series of policies and strategies that correspond to the urban design character and development pattern reflected in the conceptual regulating plan for this center. The following is a summary of the vision, goals, and policies.

Vision

The vision for development of the Landover Gateway center includes a new, mixed-use downtown, centered on the former Landover Mall site and Brightseat Road, complete with a vibrant main street, commercial core, and a civic center, with the potential to house government, cultural, educational, and office uses. A variety of neighborhoods with a range of housing types and an enhanced and expanded network of open spaces and civic places complete the new development.

Background

At the core of this growth center is the now former Landover Mall site, comprising 88 acres. Existing land uses in the area are primarily commercial and institutional, while existing residential development ranges from single-family communities in the well-established Glenarden area to multifamily units. FedEx Field, just south of the growth center, significantly impacts traffic in the area during the ten game days per year. Opportunity sites in the growth center include the former Landover Mall site; large areas of vacant and undeveloped land located south of MD 202, southwest of the intersection of Brightseat Road and MD 202; and vacant land at the southernmost tip of

Key Planning Issues

Key planning issues in the Landover Gateway center include: ■■ Determining appropriate uses for the former Landover Mall site.

■■ Improving the physical appearance and image of the area.

■■ Capitalizing on the advantages while compensating for or reducing the impact of the disadvantages of proximity to the Capital Beltway and to FedEx Field. ■■ Balancing the need for redevelopment of the nearby apartment complexes with preservation of the affordable housing.

■■ Providing additional open space to complement Henry P. Johnson Park.

Land Use

With the demolition of the former Landover Mall, residential land uses, including both multifamily units and compact single-family detached units, dominate the Landover Gateway center (all the land within a one-half mile of the former Landover Mall site). The remainder of the area contains commercial retail and services and a small share of office uses.

CENTERS AND CORRIDORS

The focus of the Landover Gateway center is the former Landover Mall site and the residential and commercial development that surrounds it. There are approximately 346 acres within the boundaries of this growth center. The Landover Gateway center benefits from its regionally accessible location. In spite of not having a Metro station, the growth center has the potential to capture travelers and commuters on the Capital Beltway to the east and along Landover (MD 202) and Brightseat Roads to the south.

the growth center. Public amenities in the area include the Henry P. Johnson Park and the Bonnie F. Johns Educational Media Center, with the Prince George’s County Sports and Learning Complex just to the southwest of the intersection of Sheriff Road and Brightseat Road.

The Landover Gateway center’s current land use mix falls within the parameters set by the General Plan vision for a community center. However, given the area’s excellent automobile access, higher proportions of retail and service and office-based employment uses serving the broader county would more consistently match the General Plan’s vision for a regional center.

Potential Mix of Uses Residential

■■ Urban density, mixed-use element

Commercial

■■ High-rise regional employment Approved Subregion 4 Master Plan and Sectional Map Amendment

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■■ Low- to mid-rise business campus

Retail and Services

■■ Regional shopping center

■■ Street level retail and service mixed-use element

TOD Implementation Actions

■■ Provide convenient transit connections to the Metro system.

■■ Require connectivity within the transit area as it redevelops.

■■ Provide for thoroughfare and transit improvements such as new street connections to by-pass the Brightseat Road and Landover Road intersection.

Table 6-9: Landover Gateway Land Use Mix 61%

General Plan Vision (Regional Center) 20-70%

14%

10-60%

Existing Residential Retail and Services Employment (office) Public Uses

10-20% Source: M-NCPPC (2008).

Goals ■■ Encourage a high concentration of land uses and economic activities that attract employers, workers, residents, and customers. ■■ Encourage high- and moderate-density residential development.

■■ Ensure that Landover Gateway can be accessed by mass transit and that future development is transit-supportive/transit serviceable. ■■ Capitalize on public investment in the existing road network. ■■ Promote compact, mixed-use development of moderate to high densities. ■■ Require pedestrian-oriented and transitoriented design. ■■ Ensure compatibility with surrounding neighborhoods.

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■■ Provide a variety of housing types for a range of incomes, including both market rate and workforce housing.

Summary of Policies

An outline of the policies described in the “Development Pattern Elements” chapter of the 2009 Approved Landover Gateway Sector Plan and Sectional Map Amendment is provided below; however, to view the detailed strategies for these, and other, policies for the Landover Gateway center, please refer to the 2009 approved plan. ■■ Improve connectivity in the sector area by creating a compact network of pedestrianfriendly streets.

■■ Establish new transit connections to the area and encourage TOD and design.

■■ Integrate open spaces, green connections, and public focal places in Landover Gateway’s neighborhoods.

■■ Establish a complementary relationship between Landover Gateway and the Woodmore Towne Centre development. ■■ Encourage a variety of housing options at varying densities for a range of income levels. ■■ Identify policies and mechanisms that give existing residents the option of remaining in Landover Gateway as the area redevelops.

■■ Encourage the application of environmentallysensitive and sustainable site design techniques for all future development. ■■ Improve public safety by encouraging development that helps reduce the perception and reality of crime in the area.

Urban Design Concept

The urban design concept for the Landover Gateway center is developed around the creation of six distinct neighborhoods, all of which contain a significant diversity of both building types and thoroughfares. The urban design concept identifies key neighborhood thoroughfares and neighborhood focal places, such as plazas, greens, and urban gardens. Neighborhood transitions occur along thoroughfares via a change in building or streetscape type. Many neighborhood edges are defined by drives (with adjacent linear parks) and

other open spaces. The urban design concept identifies six neighborhoods, including Landover Civic Center, Main Street Commercial Core, Downtown neighborhood, Park Slope, North neighborhood, and South neighborhood. The Landover Gateway Civic Center is envisioned as a new downtown for Prince George’s County. Center Street will become the focal thoroughfare and be bordered by four different types of building forms that engage the street. Buildings along Center Street that are adjacent to the Capital Beltway are likely to increase in height and contain primarily commercial uses, while buildings closer to the heart of the neighborhood will likely decrease in height and incorporate mixed-use development. A public plaza will be located on the east side of Center Street (a proposed new street) as it intersects Central Boulevard (a proposed new street). Central Boulevard and the streets surrounding the public plaza will become active pedestrian boulevards. The Main Street Commercial Corridor will be the busiest neighborhood of Landover Gateway. Main Street will comprise a focal thoroughfare and be bordered by ground-floor retail. The sidewalks will be wide enough to accommodate streetside dining and a continuous stream of shoppers and pedestrians.

Park Slope will be a high-density residential neighborhood that overlooks Cattail Creek Drive, the Cattail Branch linear park, and the adjacent natural resource area. Although the neighborhood is predominantly residential in character, limited amounts of neighborhood-oriented commercial development will be allowed on the ground floors. This residential neighborhood will be located

The North neighborhood will include both singlefamily attached townhomes and neighborhood mixed-use development. Just north of Evarts Street, a new entrance to Brightseat Road will become the location of a regional transit stop and a cluster of tall buildings. The upper floors of these buildings will overlook the expanded Henry P. Johnson Park. Residential areas will comprise attached homes that back up to alleys and provide access to surface parking or garages. The North neighborhood will feature an entry green at the intersection of the southern Brightseat Road entrance and a hilltop green at the core of the neighborhood. The entry green will become an area of transition between the mixed-use development at Brightseat Road and the townhome development beyond. These areas will both be defined by the hilltop green, which will serve as the core of the neighborhood. A series of pedestrian promenades will connect the center of the neighborhood to the adjacent Cattail Creek Drive, which will define the western and northern edges of the North neighborhood.

CENTERS AND CORRIDORS

The Downtown neighborhood will be oriented around an east to west residential street that crosses Brightseat Road and extends east to the Park Slope neighborhood and west to the Landover Civic Center neighborhood. Primary north to south links will be provided along a diagonal street and along Brightseat Road. The diagonal street will terminate at a downtown residential street and civic open space. Pedestrian promenades throughout the area will provide a link to the Evarts Street linear park and Brightseat Road.

directly adjacent to both the Main Street commercial core and the Downtown neighborhood to the east. Park Slope will be built on land that slopes down to Cattail Branch and Brightseat Road such that the tallest buildings will face the creek and park and be centered on the Central Boulevard connection to Cattail Creek Drive (a proposed new street). Central Boulevard will widen to include space for a large, internal, public green. An east to west pedestrian promenade will connect to Brightseat Road at the northern end of the Park Slope neighborhood.

The South neighborhood will be situated between Landover Road to the north and Brightseat and Sheriff Roads to the south. The neighborhood will be bounded by Cattail Branch and Palmer Park to the west and by the Capital Beltway to the east. Development will range from two- to three-story, single-family, attached housing in the western areas, to a high-density residential and mixed-use street that straddles Brightseat Road, east of its intersection with Sheriff Road. Streets south of Landover Road will be primarily mixed-use. Brightseat Road will serve as the focal thoroughfare for this area, east of its intersection with Sheriff Approved Subregion 4 Master Plan and Sectional Map Amendment

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Road, and will be defined by mixed-use development. A mixed-use business and residential area south of Brightseat Road will provide a flexible block pattern that could accommodate a new, mixed-use building with commercial uses “wrapping” a large-scale parking garage intended to serve both on-site uses and event parking for FedEx Field.

Conceptual Regulating Plan

Landover Gateway is designated as a UC2 center (see Map 6-8 on page 169). The center consists of the major corridor, Redskins Road. Redskins Road is designated in the conceptual regulating plan as major street (M-1) that is 110 to 120 feet wide (based on existing conditions) and consists of two through lanes, a center lane or optional median, parallel parking on each side of the street, and adequate space for streetscape amenities, such as sidewalks, street trees, and dooryards.

Urban Neighborhood 1 Gross Acres—24.2

Urban Neighborhood 1 is located north of Evarts Street, south of Hamlin Street, east of Cattail Creek Drive (proposed), and west of Brightseat Road. Within the neighborhood, a new road network will be designed to accommodate the new block pattern. There are local frontages throughout the neighborhood with a small section of general frontage in the southeast corner. Within the core of this neighborhood is a civic green/park space.

Urban Neighborhood 2 Gross Acres—25.8

Urban Neighborhood 2 is located north of Landover Road, south of Evarts Street, east of Cattail Creek Drive (proposed), and west of Brightseat Road. Within the neighborhood, a new road network will be designed to accommodate the new block pattern. Along the eastern edge of the neighborhood, townhouse/small apartment frontages (northern portion), general frontages (central portion), and shopfront frontages (southern portion) characterize the neighborhood blocks facing Brightseat Road. Outside the eastern edge, the rest of the blocks in the neighborhood are characterized by general frontages. Civic green space within the neighborhood consists of a central

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civic green that traverses the main thoroughfare of the neighborhood.

Urban Neighborhood 3 Gross Acres—31.5

Urban Neighborhood 3 is located north of the new major road that bisects Neighborhoods 3 and 4, south of Evarts Road, east of Brightseat Road, and west of the Capital Beltway. Within the neighborhood, a new road network will be designed to accommodate the new block pattern. There are general frontages throughout the neighborhood with a small section at the corner between Brightseat Road and a newly created road comprising storefront frontage, and a block at the intersection of Evarts Street and Brightseat Road (on the northwest edge of the neighborhood) comprising townhouse/small apartment frontage. Two central civic green areas are located in the middle section of the neighborhood.

Urban Neighborhood 4 Gross Acres—38.4

Urban Neighborhood 4 is located north of Landover Road, south of the new major road that bisects Urban Neighborhoods 3 and 4, east of Brightseat Road, and west of the Capital Beltway. Along the new central thoroughfare are shopfront frontages. All other buildable frontage surrounding this central corridor consists of general frontage. Civic green space within the neighborhood includes a central civic space within the center of the corridor and a small civic green at the end of the corridor.

New Carrollton Metro Center

The New Carrollton Transit District Development Plan and Transit District Overlay Zoning Map Amendment was approved in May 2010. This transit district development plan provides more detailed background information, in addition to development concepts that correspond to the urban design character and development pattern reflected in the conceptual regulating plan for this center. The following is a summary of the vision and goals.

Vision

The vision for development of the New Carrollton Metro center includes high-intensity commercial,

Map 6-8: Landover Gateway Center—Conceptual Regulating Plan

Landover Gateway Center - Conceptual Regulating Plan Legend Existing Property Line

Build-To Line (BTL)

Wetlands

General Frontage

Civic Space

Lot Building Limit (LBL)

Regulation Area

Townhouse/Small Apartment Frontage

Alley/Access Easement (Exact Location TBD)

Parking Setback Line

Street Centerline

Civic Buildings and Monuments

Urban Center Boundary Line

.50 Mile Radius

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169

retail and residential mixed-use that serves Prince George’s County and the Washington metropolitan area. A widened, retail-lined pedestrian concourse will connect the north and south entrances to the Metro station. Annapolis Road will become a tree-lined, urban boulevard bordered by mid-rise, mixed-use buildings along widened sidewalks. At the intersection of Annapolis and Harkins Roads, a new pedestrian plaza will complete the growth center. Existing surface parking lots and low- to mid-rise commercial buildings in the Garden City area will be replaced by new, mixed-use development; however, the existing West Lanham neighborhood will be preserved.

Background

New Carrollton is a largely residential community with a well-serviced and utilized Metro station, Maryland Area Regional Commuter (MARC), Amtrak, and regional bus station and a substantial federal government complex on Ellin Road housing the Internal Revenue Service (IRS). The New Carrollton Metro center is bound by Cobb Road to the east, US 50 and Ellin Road to the south, Annapolis Road to the west, and the Plaza 30 Shopping Center, multifamily housing, and the Capital Beltway to the northeast. The majority of land use in the growth center is commercial/office and residential, except for the large area occupied by the Metro station and Amtrak rights-of-way and maintenance areas. The New Carrollton Metro Station serves as the terminus of Metro’s Orange Line and provides service to MARC transit, Amtrak, and Peter Pan and Greyhound Bus terminals. The Metro and Amtrak right-of way and rail lines generally divide the New Carrollton Metro center into two parts: the residential and federal area to the west and the office park and environmental area to the east. The environmental area southeast of the New Carrollton Metro station is constrained by a protected waterway and wetlands area that is a product of Beaverdam Creek. East of the railroad right-of-way, at the corner of US 50 and the Capital Beltway, is the Metro East/Garden City office park with building heights that range from one to 12 stories. The office park is separated by the Beaverdam Creek spur, which travels through the midpoint of the development, between Professional

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Place and Corporate Drive. West of the rail lines is the IRS complex, which largely occupies the intersection of Harkins and Ellin Roads. South of the IRS complex and north of Ellin Road is the stable single-family development of West Lanham Hills. North of Harkins Road are more singlefamily homes and a multifamily apartment complex which both abut strip-commercial development along Annapolis Road.

Key Planning Issues

Key planning issues in the New Carrollton Metro center include: ■■ Creating a development pattern that dilutes the divisive nature of the partially elevated shared rail right-of-way for Metro, Amtrak, and MARC. ■■ Providing options for development that respect the protected waterway and wetlands area.

■■ Encouraging TOD that does not impose on the West Lanham Hills community. ■■ Obtaining improved pedestrian accessibility to the Metro station.

Land Use

Of all the eight centers in Subregion 4, the New Carrollton Metro center currently has the highest share of office-based employment uses. Retail, service, and higher density residential uses are relatively underrepresented. The office-based employment (primarily governmentrelated uses) is consistent with the vision for metropolitan centers as described in the General Plan; however, the current mix of uses has not yet achieved the scale and orientation to the broader metropolitan area envisioned for this center. A higher concentration of employment and highintensity commercial uses would bring the growth center closer to the vision for a metropolitan center. High-density residential development also is not present currently but is an option as specified in the General Plan.

Table 6-10: New Carrollton Land Use Mix 15%

General Plan Vision (Metropolitan Center) 15-60%

10-50%

35%

20-60%

Existing Residential Retail and Services Employment (office) Public Uses

0% 10-20% Source: bbpc, M-NCPPC (2008).

Potential Mix of Uses Residential

■■ High urban density

Commercial

■■ High-rise public and private sector employment

Retail and Services

■■ Street level retail & service mixed-use element

TOD Implementation Actions

■■ Initiate the joint development process with WMATA for their property west of Garden City Drive.

■■ Develop a marketing campaign for New Carrollton to promote regional visitation and expose corporate executives to area.

■■ Efforts should continue to attract federal agencies to New Carrollton.

Goals

Locate homes, jobs, and shopping centers close to transit services. ■■ Locate a mix of critical land uses (live/work/ shop) in closer proximity to one another.

■■ Establish land use and transit linkages that make it easier to use rail and bus transit.

■■ Create a number of new high-rise, mixed-use office and residential buildings in the vicinity of the Metro station.

Urban Design Concept

The New Carrollton Metro urban design concept is a mix of high-intensity, commercial office, retail, and residential uses. The existing IRS complex and the Maryland Computer Science Corporation office building will be joined by a number of new high-rise mixed-use office and residential buildings ranging up to 22 stories in height in the immediate vicinity of the Metro station. North of the Metro core area, Annapolis Road will transform into a tree-lined urban boulevard with mid-rise mixeduse commercial and residential buildings built up to their property lines along pedestrian-friendly, widened sidewalks. East of the Metro station, the parking lots and most of the existing low- to mid-rise commercial buildings in the Garden City area will be replaced with new mixed-use commercial and residential infill development. The West Lanham Hills residential neighborhood west of the IRS office complex will remain a green enclave of single-family detached homes, and the newer Hanson Oaks townhouse subdivision, located west of Ellins Road, will also retain its existing character. The multifamily residential enclave along 85th Avenue northeast of the Metro station core area will see limited redevelopment of new, mid-rise infill buildings. The New Carrollton Metro urban design concept envisions four distinct new neighborhoods: Metro core, Annapolis Road Corridor, Garden City, and North Hillside. The Metro core will include the properties along the south side of Cross Street, the Metro station, and joint development area and the properties bounded by Garden City Drive, Corporate Drive, and John Hanson Highway (US 50). The Metro core will feature a renovated Metro station and will become a primary “downtown” location for the county. Of the four neighborhoods, it will contain the most diverse development mix and tallest buildings, including mid- to high-rise residential units, office space, public parking, retail, and a new central square. It will also have bustling pedestrian activity and accessible and efficient transit service. New development will complement the existing office and commercial uses with a Approved Subregion 4 Master Plan and Sectional Map Amendment

CENTERS AND CORRIDORS

■■ Provide for a redesign of Garden City Drive that increases the amount of land available for TOD in a capital improvement plan.

■■ Ensure that development of land in the vicinity of the New Carrollton Metro Station maximizes transit ridership.

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height range of six to 40 stories, active groundfloor uses, and direct visual connections to adjacent streets. The Annapolis Road Corridor forms the northern edge of the New Carrollton urban design concept and includes the properties fronting on Annapolis Road, east of the MD 450/MD 410 intersection to the Capital Beltway. The corridor will continue to serve as an important transportation route; however, Annapolis Road will transform into an urban boulevard and provide the setting for a lively community-service commercial activity center. The highway-oriented uses along the corridor will gradually be replaced by a new medium-density, mixed-use commercial node between Riverdale Road and 85th Avenue. Most buildings along the corridor will be up to six stories high, but some high-rise residential buildings and mixed-use commercial buildings at major intersections could reach 12 stories in height. A portion of this new, mixed-use node will extend along the south side of Annapolis Road to a point east of Harkins Road. New mid- to high-rise multifamily residential buildings with active commercial ground-floor frontages will front on Annapolis Road, west of Riverdale Road. Improved streetscapes and pedestrian/vehicular crossings along the corridor will promote increased bike and pedestrian traffic, establishing Annapolis Road as a destination and gateway to the Metro core. The current suburban Garden City office park will be replaced by a self-contained, mixed-use neighborhood with a street network that provides efficient pedestrian, bicycle, and vehicular access and an “iconic” office building near the US 50/I-495 interchange. A new landscaped greenway along the Beaverdam Creek stream bed will provide a new and attractive recreational amenity which, with Corporate Center Drive, will provide a strong pedestrian-oriented link between the Metro station and an iconic commercial building. Mixed-use residential development will line both sides of a new, linear greenway, and mixed-use office/retail development will occupy the blocks adjacent to Garden City Drive and US 50 to help buffer the mixed-use residential areas from transportationrelated noise impacts. A new, north to south collector street will intersect Corporate Drive at

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the location of the iconic office building and will merge with an extended Cobb Drive to provide a vehicular/pedestrian connection with 85th Avenue and neighborhoods north of the shared rail alignment. Over time, the existing, large development parcels will be redeveloped into a walkable street grid with buildings up to 20 stories high. The urban design concept envisions the North Hillside multifamily residential neighborhood as retaining its current development character. It will, over time, see scattered-site infill redevelopment that will provide more housing diversity, parks and open space, and a limited amount of neighborhood-serving commercial uses. The West Lanham Hills neighborhood will not change in character as part of the urban design concept. This neighborhood will maintain its stable, single-family residential character and preserve its strong park connections. Potential tear-down redevelopment will be required to meet the existing neighborhood design characteristics and be no more than three stories high.

Conceptual Regulating Plan

New Carrollton is designated as a UC1 center (see Map 6-9 on page 173). The New Carrollton Metro center consists of the New Carrollton Metro Station and the major corridors: Annapolis Road, Ellin Road, and Garden City Drive. Both Annapolis Road and Garden City Drive, as well as a portion of Ellin Road, are designated in the conceptual regulating plan as 83-foot-wide neighborhood streets (NST-1) and include two through lanes, the potential for parallel parking, and adequate space for streetscape amenities, such as sidewalks, street trees, and dooryards. A portion of Ellin Road is designated as the same neighborhood street (NST-1), but follows the existing road width, which is 106 feet wide.

Urban Neighborhood 1

Gross Acres—81.6 Net Developable Acres—48.5 Urban Neighborhood 1 is located north of Harkins Road, south of Annapolis Road (MD 450) and the Capital Beltway, east of Annapolis Road, and west of Ellin Road/85th Avenue. The neighborhood is

Map 6-9: New Carrollton Metro Center—Conceptual Regulating Plan

New Carrollton Metro Center - Conceptual Regulating Plan Legend Storefront Frontage

Civic Buildings and Monuments

Urban Center Boundary Line

.50 Mile Radius

General Frontage

Existing Property Line

Urban Neighborhood Boundary Line

.25 Mile Radius

Townhouse/Small Apartment Frontage

Build-To Line (BTL)

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CENTER TYPE: METROPOLITAN

100’ 200’

400’

600’

800’

NORTH

Approved Subregion 4 Master Plan and Sectional Map Amendment

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served by a new network of roads that creates a system of irregular blocks. At the southeastern edge of the neighborhood, shopfront frontages exist at the intersection of a Harkins Road and Ellin Road. The focal point of the neighborhood will occur at a new intersection constructed along Harkins Road in the existing parking lots near Ellin Road. The new road will serve as the connection point to the various frontages within the rest of the community. Townhouse/small apartment frontages will be clustered around a central civic green that is located along the middle section of the new road. Detached frontages will be located along Cross Street and Sherwood Street between West Lanham Drive and the new road. Surrounding frontages along the edges of Annapolis Road, Harkings Road, and 85th Avenue will consist of general frontages.

Urban Neighborhood 2 (Orphan) Gross Acres—16.0 Net Developable Acres—9.4

Urban Neighborhood 2 is located to the north of New Carrollton Metro Station, to the south of Ellin Road, and to the east and west of existing wetland and green infrastructure areas. The neighborhood is considered an “orphan” neighborhood because it does not contain townhouse/small apartment frontage or storefront frontage. Additionally, the orphan neighborhood does not meet the 20-acre minimum gross acreage requirements to be considered as an urban neighborhood, comparable to the other neighborhoods in this center.

Table 6-11: Suitland Land Use Mix 43%

General Plan Vision (Regional Center) 20-70%

10%

10-60%

Existing Residential Retail and Services Employment (office) Public Uses

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47%

10-20% Source: M-NCPPC (2008).

Part II: Vision and Recommendations Centers and Corridors

Urban Neighborhood 3 Gross Acres—43.6 Net Developable Acres—24.7 Urban Neighborhood 3 is bounded to the north and west by the New Carrollton Metro Station, to the east by Corporate Drive, and to the south by John Hanson Highway (US 50). Within the neighborhood, a new network of roads is designed to replace the existing parking lots in order to create a block grid network for improved circulation. Frontages along the southern edge of the neighborhood consist of townhouse/small apartment development. Directly adjacent to the Metro station, a new central thoroughfare and a civic green are developed with shopfront frontages running parallel to the street on both sides. Surrounding the central thoroughfare, general frontages form the rest of the existing buildable frontage space within the neighborhood along both sides of Garden City Drive.

Suitland Metro Center

The Approved Suitland Mixed-Use Town Center Zone Development Plan was approved in February 2006. This development plan provides more detailed background information, in addition to a series of objectives that correspond to the urban design character and development pattern reflected in the conceptual regulating plan for this center. The following is a summary of the vision, goals, and objectives.

Vision

The vision for development of the Suitland Metro center includes a compact, pedestrian-friendly, mixed-use town center that is human-scaled with contextually designed buildings and ground-floor retail. Attractive, walkable, and safe public spaces with well-designed public amenities will connect to wide, well-lit sidewalks that allow people to walk comfortably, shop, socialize, and recreate. Additionally, buildings will be located close to the street to maximize the pedestrian experience.

Background

Suitland, Maryland, named for Maryland State Senator Samuel T. Suit, is largely known for the Suitland Federal Center Campus, which is located on Silver Hill Road west of the Suitland Parkway

and northeast of the Suitland Metro Station. The Suitland Metro center is bordered by Silver Hill Road and the Suitland Metro Station to the northwest; Silver Hill Drive, Terrace View Drive, and the Suitland Parkway to the west; the edge of multifamily development along Parkway Terrace Drive and Navy Day Place to the south; Swann Road and Romain Court to the southeast; and Eastern Lane and Park Lane South to the northeast. Commercial land use is located along the east side of Silver Hill Road, from the Suitland Parkway to Sunset Lane, along the west side of Silver Hill Road from Suitland Road to Park Lane South, and along the south end of Suitland Road. The majority of the commercial development in these areas consists of strip shopping centers containing some neighborhood services, such as dry-cleaners and fast-food chains. Additionally, many storefront churches occupy sections of these centers, as well as pawn shops and potentially regional-serving establishments.

Current residential uses in the growth center include a mix of multifamily apartment buildings and a few isolated single-family homes. A large and troubled apartment complex, Suitland Manor, has been demolished since the 2006 plan was adopted, and the lot remains vacant. The growth center has a portion of environmentally-regulated land south of

Key Planning Issues

Key planning issues in the Suitland Metro center include: ■■ Establishing suitable development along Silver Hill Road that will draw employees from the Suitland Federal Center campus and commuters using Silver Hill Road. ■■ Providing higher-quality retailers and sit-down restaurants along Silver Hill Road for surrounding residents.

■■ Implementing future development plans for the former Suitland Manor site.

■■ Balancing new types and densities of residential development with existing residential communities.

Land Use

With the Suitland Federal Center, public uses dominate the current land use mix in the Suitland Metro center. Although the Suitland Federal Center’s tenants provide a strong base of public sector employment in the growth center, the station area lacks private sector office-based employment. The proportion of residential uses relative to other uses is lower in the Suitland Metro center than other growth centers. Existing dwelling types include multifamily units and compact singlefamily detached units.

CENTERS AND CORRIDORS

The 226-acre Suitland Federal Center, just outside the growth center, is located east of the Metro station on Silver Hill Road and includes the newly constructed U.S. Census Bureau building, the National Oceanographic and Atmospheric Administration, National Archives, the Smithsonian Institution, General Services Administration, and the National Maritime Intelligence Center. Although the Suitland Federal Center employs approximately 8,000 people, seldom do the federal employees leave the campus during the day, offering very little benefit to the Suitland business community. The Suitland Metro center includes a portion of the grounds of the historic Suitland House, a colonial home built in 1937 by Lovell O. Minear and set on 52 acres of land, which was acquired by the federal government for the Suitland Federal Center campus.

the multifamily development along Parkway Terrace Drive. Currently, there is very little open, vacant land for new development, with the exception of the former Suitland Manor Apartment complex site.

Relative to the land use mix recommended in the General Plan, the Suitland Metro center lacks its recommended share of office-based employment, and the proportion of retail and services provided in the growth center is at the low end of the range called for a regional center in the General Plan.

TOD Implementation Actions

■■ Encourage TOD at the intersection of Silver Hill and Suitland Roads through land use policies. Two projects under consideration for this area, the former Suitland Manor site and Suitland Gateway, propose TOD uses. Approved Subregion 4 Master Plan and Sectional Map Amendment

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■■ Stakeholders in the Suitland community and the county must come together to move forward with the revitalization of Suitland Manor. The combination of this project with the proposed Suitland Gateway Town Center project (including retail, office, residential uses), and proximity and access to federal employment nodes have the ability to transform this area into a sustainable, economically diverse community. ■■ Small business development and business recruitment efforts will be key to attracting transit-supportive employment uses to Suitland. The proposed Suitland Gateway Town Center project contains provisions for approximately 340,000 square feet of office space, which could support up to 1,400 jobs.

■■ Commercial building loan funds should be targeted to Suitland to augment business development efforts.

■■ Provide for streetscape improvements such as traffic calming and pedestrian amenities in the Capital Improvement Plan.

■■ Address public safety concerns throughout the Suitland Metro Station area.

Goals

■■ Encourage attractive and compatible mid-rise, mixed-use buildings along Silver Hill and Suitland Roads to create a distinctive and viable town center.

■■ Provide a safe and attractive pedestrian network that encourages walking to work, shops, schools, parks, and transit. ■■ Improve the pedestrian environment and minimize the visual impact of parking by primarily locating parking lots behind structures.

■■ Integrate existing neighborhoods into the town center by creating new residential areas of compatible height and scale. ■■ Reinforce easy and convenient access to both vehicles and pedestrians.

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■■ Create a complete street grid by filling in gaps and connecting dead-end segments within the existing road network.

Summary of Objectives

An outline of the objectives stated in the Design Concept chapter of the 2006 Approved Suitland Mixed-Use Town Center Zone Development Plan is provided below; however, to view the detailed description of these, and other, objectives for the Suitland Metro center, please refer to the approved plan. ■■ Incorporate a variety of residential uses to ensure a critical mass of activity.

■■ Provide a multimodal transportation system consisting of public rail and bus service, pedestrian paths, bicycling opportunities, and automobile access. ■■ Promote street-level uses that are oriented toward pedestrians and around public spaces.

■■ Encourage creation of a mixed-use area focused at Silver Hill Road and Swann Road (across from the Suitland Federal Center) that emphasizes office uses and higher-density residential development.

■■ Establish a series of interconnected open spaces, in major activity nodes, and pedestrian connections that link key development areas. ■■ Create opportunities for mixed-use development at the Suitland Metro Station area, including both sides of Silver Hill Road.

Urban Design Concept

The urban design concept plan suggests that the main street areas along both Silver Hill and Suitland Roads should primarily comprise a mix of commercial uses. Residential development is recommended for the neighborhood including the former Suitland Manor site and Swann Road, where residential redevelopment is proposed to strengthen the town center by expanding the range of current housing types. Convenience, retail, eating, and drinking establishments, and service-office space should be the predominant commercial uses along Silver Hill Road, at the intersection of Silver Hill and Suitland Roads, and, most intensively, on Silver Hill Road across from

the Suitland Federal Center’s main gate. Assuming the feasibility of assistance or incentives for assembling land, additional retail space, and possibly, office space, will be supportable on Silver Hill Road across from the Suitland Federal Center’s main gate to target Federal Center employees and spin-off businesses related to the agencies within the Federal Center itself. Multi-tenant office investment should occur concurrently with major retail redevelopment in this location and at the corner of Suitland and Silver Hill Roads. In addition, consideration should be given to encouraging development of office space at the intersection of Homer Avenue and Suitland Road. The urban design concept recommends redeveloping most of the former Suitland Manor site with new residential uses that target families, area workers, and other households interested in living in a neighborhood close to the Metro station. Housing types recommended to serve such households include townhouses, duplexes, “zero-lot line” single-family homes, and traditional singlefamily homes. New medium-density condominiums are also recommended along Swann Road as a transitional development between the commercial development recommended along the main street of Silver Hill Road and the existing single-family community.

The major open space elements proposed for Suitland’s town center include a Suitland Federal Center green, a town center plaza, a Suitland promenade along Suitland Road, and a series of neighborhood greens.

Conceptual Regulating Plan

Suitland Metro is designated as a UC3 center (see Map 6-10 on page 178). The center consists of the Suitland Metro Station and two major corridors, Suitland Road and Silver Hill Road. Both Suitland and Silver Hill Roads are identified in the conceptual regulating plan as major streets (M-1)

Urban Neighborhood 1

Gross Acres—68.4 Net Developable Acres—41.2 Urban Neighborhood 1 is located north of Navy Day Drive, south of Suitland Road, east of Silver Hill Road, and west of Romain Court. In developing the neighborhood, a new road network will have to be constructed in order to support an accessible block grid system. Frontages in the eastern section consist of townhouse/small apartment development along Suitland Road that extends into the interior of the neighborhood and detached single-family frontage along Swann Road that extends two blocks into the interior of the neighborhood. The eastern section of the neighborhood consists of blocks east of Sycamore Lane. Along the edges of Silver Hill Road and its intersection with Suitland Road, general frontages consume most of the buildable frontage space in the blocks. A portion of the edge at the intersection of Silver Hill Road and Swann Road comprises shopfront development at the corners of the intersection. Interior blocks have general frontages along Swann Road, townhouse/small apartment frontages along Randall Road, and existing detached single-family frontages along portions of Navy Day Drive and Navy Day Place. Civic open space consists of a large park that traverses two blocks along Suitland Road, a central civic green on Swann Road, and a small urban park on Silver Hill Road.

CENTERS AND CORRIDORS

Mixed-use development is recommended at the intersection of Silver Hill and Swann Roads (office uses and higher-density residential development), north of Suitland Road at Huron Avenue (community-oriented retail, office, and residential uses), and at the Suitland Metro Station, including both sides of Silver Hill Road.

that are 135 feet wide and consist of two through lanes, a center lane or optional median, parallel parking on each side of the street, and adequate space for streetscape amenities, such as sidewalks, street trees, and dooryards.

Urban Neighborhood 2

Gross Acres—36.9 Net Developable Acres—22.5 Urban Neighborhood 2 is located north of Suitland Parkway, south of Navy Day Drive, east of Silver Hill Road, and west of Parkway Terrace Drive. Existing road networks within the neighborhood will serve as the basic framework for developing new blocks, as some roads will have to be extended and modified to design proper blocks. Along Silver Hill Road, shopfront frontage acts as the gateway Approved Subregion 4 Master Plan and Sectional Map Amendment

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Map 6-10: Suitland Metro Center—Conceptual Regulating Plan

Suitland Center - Conceptual Regulating Plan Legend Storefront Frontage

Existing Property Line

Build-To Line (BTL)

.50 Mile Radius

General Frontage

Civic Space

Lot Building Limit (LBL)

.25 Mile Radius

Townhouse/Small Apartment Frontage

Alley/Access Easement (Exact Location TBD)

Urban Center Boundary Line

Regulation Area

Detached Frontage

Civic Buildings and Monuments

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CENTER TYPE: REGIONAL

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100’ 200’

400’

600’

800’ NORTH

into the clustered neighborhood. The western section of the neighborhood consists of general frontage along Parkway Terrace Drive, Clair Drive, and Pearl Drive. The central section of the neighborhood consists of townhouse/small apartment frontage along Parkway Terrace Drive, Clair Drive, and Pearl Drive. The eastern section of the neighborhood consists of detached singlefamily frontage along Parkway Terrace Drive, Clair Drive, and Pearl Drive. Civic open space within the neighborhood consists of a park between sections of shopfront frontage along Silver Hill Road.

Urban Neighborhood 3 (Orphan) Gross Acres—19.4 Net Developable Acres—13.3

Urban Neighborhood 3 is located north of Suitland Road, south of Park Lane South, east of Silver Hill Road, and west of M-NCPPC park property. It is considered an “orphan” neighborhood because it does not contain the necessary townhouse/small apartment or storefront frontages. Additionally, the orphan neighborhood does not meet the 20-acre minimum gross acreage requirements to be considered a neighborhood.

Urban Neighborhood 4 (Orphan) Gross Acres—8.8 Net Developable Acres—1.9

Urban Neighborhood 5 (Orphan) Gross Acres—21.3 Net Developable Acres—13.7

Urban Neighborhood 5 is located north of Suitland Metro Station, south of Randall Road, east of Suitland Federal Center, and west of Silver Hill Road. The neighborhood is considered an “orphan” neighborhood because it does not contain the

Urban Neighborhood 6 (Orphan) Gross Acres—23.1 Net Developable Acres—16.0

Urban Neighborhood 6 is located north of Silver Park Drive, south of Suitland Parkway, east of Silver Hill Road, and west of West Summer Road. The neighborhood is considered an “orphan” because it does not contain townhouse/small apartment or storefront frontage.

Cheverly Metro Center

The Approved Sector Plan and Sectional Map Amendment for the Tuxedo Road/Arbor Street/ Cheverly Metro Area was approved in April 2005. This sector plan provides more detailed background information, in addition to a series of recommendations that correspond to the urban design character and development pattern reflected in the conceptual regulating plan for this center. The following is a summary of the vision, goals, policies, and strategies.

Vision

The vision for development of the Cheverly Metro center includes compact, mixed-use, TOD at the Cheverly Metro Station and along Arbor Street, which would become a neighborhood-serving commercial corridor. Additionally, new development would provide safe pedestrian connections to the Cheverly Metro and a quality public realm. An emerging mixed-use component would be included in the Old 4th Ward neighborhood.

CENTERS AND CORRIDORS

Urban Neighborhood 4 is located north of Suitland Road, south of Porter Avenue, east of Huron Avenue, and west of Silver Hill Road. The neighborhood is considered an “orphan” because it does not contain the necessary townhouse/small apartment or storefront frontage. Additionally, the orphan neighborhood does not meet the 20-acre minimum gross acreage requirements to be considered a neighborhood.

necessary townhouse/small apartment frontage, nor does it meet the 20-acre minimum size requirement for a full urban neighborhood.

Background

Located just east of Washington, D.C., the Town of Cheverly can be characterized as a large urban neighborhood comprising single-family, light industrial, and service-commercial development. The Cheverly Metro center is bound to the north by single-family residential development, to the east by Cheverly Park and Magruder Spring Park, to the south by Beaverdam Creek and North Englewood Drive, and to the west by 57th Avenue and a large undeveloped parcel (the “Jamal Approved Subregion 4 Master Plan and Sectional Map Amendment

179

property”). I-295 provides north to south access west of the growth center. John Hanson Highway (US 50) bisects the growth center, separating the Cheverly Metro Station, industrial development, and the Old 4th Ward to the south from the residential and commercial development to the north. At the heart of the growth center are Tuxedo Road and Arbor Street, north of US 50 and the Cheverly Metro Station (located on US 50), which create the commercial spine or “main street” of the Cheverly community. Existing land uses along Arbor Street include marginal service commercial uses, such as car repair shops and a tour bus depot. The lots along Arbor Street are relatively small and should be consolidated as the area redevelops to accommodate viable commercial development. North and east of Arbor Street and Tuxedo Road are stable single-family communities positioned on a street grid that is diagonal to Arbor Street and Tuxedo Road. Land uses within the growth center boundary south of the Metro station include woodlands and the single-family residential community referred to as the Old 4th Ward. The Approved Sector Plan and Sectional Map Amendment for the Tuxedo Road/Arbor Street/Cheverly Metro Area did not include this residential community; however, due to citizen concern during the initial phases of the Subregion 4 planning process, it was decided that the community would be included in this plan. The large wooded area south of the Cheverly Metro Station contains the Beaverdam Creek corridor, which is within the regulated area of the county’s green infrastructure network. This area is zoned for single-family residential development but it is not likely that development would be permitted due to the floodplain and wetland issues associated with the land. Public amenities in the growth center include Cheverly Park, Magruder Spring Park, Pinkie Park, Jesse J. Warr, Jr., Neighborhood Park, the Tuxedo/Cheverly Fire Department, and the Judith P. Hoyer Early Childhood Center. The historic Magruder Spring, located in Magruder Spring Park, was the sole source of water for the Mount Hope tobacco plantation, established during the 1830s by Fielder Magruder, Jr., and later, for the Town of Cheverly. Vacant, open land for new development in the

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growth center is sparse due to the large amount of environmentally regulated land and the high percentage of WMATA-owned property in the area.

Key Planning Issues

Key planning issues in the Cheverly Metro center include: ■■ Providing a mix of land uses of varying intensities for the Cheverly Metro Station.

■■ Providing development that is compatible with adjacent stable residential neighborhoods.

■■ Attracting high-capital, intense uses to the area. ■■ Retaining existing businesses while changing current land uses. ■■ Creating a sense of place.

Land Use

Industrial uses dominate the land use mix in the Cheverly Metro center (particularly to the south of US 50). Compact single-family detached units are situated between industrial areas in the southern portion of this center.

Table 6-12: Cheverly Land Use Mix 15%

General Plan Vision (Regional Center) 20-70%

10-60%

Existing Residential Retail and Services Employment (office) Public Uses

10-20% Source: M-NCPPC (2008).

Compared to the vision for a regional center as called for in the General Plan, the Cheverly Metro center currently lacks a base of retail and service and office-based employment uses. Multifamily and single-family attached units are also not represented in the center.

Potential Development Character Cheverly’s proximity to Prince George’s Hospital should be capitalized upon in terms of attracting businesses within the medical sector. The positive

state of the healthcare industry has stimulated the development of medical office buildings near major hospitals, a phenomenon that has exhibited considerable resistance to the economic downturn. Medical office buildings (MOB) are typically developed either by hospitals or physician/investors. Hospitals develop MOBs to provide additional, modernized space for clinics and new equipment without expensive and disruptive remodeling of the hospital. For physicians, an MOB offers combined services with office space in close proximity to major hospitals. Expansion of the medical sector around Cheverly will create the need for medical professionals, technicians, nurses, administrative personnel, and other associated jobs that will, in turn, create the need for housing. A recent trend has been to locate health care offices in mixed-use projects, consistent with TOD principles. The steadily aging baby boomer population will increasingly demand a continuum of care from senior housing to acute care nursing, which also presents opportunities for development near major hospitals. One method through which the Cheverly area could potentially distinguish itself from other medical hubs is by adopting a focus on a certain branch of medicine, such as the field of gerontology, which is the study of the social, psychological, and biological aspects of aging.

Potential Mix of Uses Residential Commercial

■■ Low- to mid-rise locally-serving employment, mixed-use element.

Retail and Services

■■ Street level mixed-use element.

■■ Transit serving and destination.

TOD Implementation Actions

■■ Explore the feasibility and/or initiate a process of property assembly and land banking along Arbor Street. Significant properties along Arbor Street serve mainly as vehicle storage areas, with small building footprints and low employment. These properties should be inventoried and

■■ Initiate feasibility study for a pedestrian bridge between the Cheverly Metro Station and Arbor Street—costs should be included in a capital improvement plan. This will serve as a key catalyst for the revitalization and redevelopment of Arbor Street to TOD.

■■ Support efforts to improve connectivity between the proposed Addison Row mixed-use development and the Metro station in order to facilitate the site’s redevelopment to TOD.

■■ Initiate joint development process with WMATA for Cheverly Metro land.

■■ Investigate the potential for physical expansion of healthcare services and keep existing providers informed of development opportunities in the Cheverly growth center.

■■ Make developers aware of the pool of potential partners and tenants of a Cheverly MOB including physicians affiliated with Prince George’s Hospital.

Goals

Revitalize and redevelop the existing commercial, industrial, and underutilized areas with quality mixed-use TOD that provides a vibrant sense of place for workers and residents. ■■ Encourage intense, mixed-use development at the Metro station.

■■ Capitalize on investments in transportation and other infrastructure.

CENTERS AND CORRIDORS

■■ Mid- to high-rise multifamily, mixed-use element.

tracked so that opportunities are identified as they become available.

■■ Provide focused and limited vertical, mixed-use development in order to preserve the existing strong community context. ■■ Balance compact and intensive development with environmental protection and restoration of the green corridor where it is currently degraded.

Summary of Policies and Strategies

An outline of the recommendations explained in the Land Use and Development Pattern chapter of the Tuxedo Road/Arbor Street/Cheverly Metro Area Sector Plan is provided below; however, to view the Approved Subregion 4 Master Plan and Sectional Map Amendment

181

full description of these, and other, recommendations for the Cheverly Metro center, refer to the 2005 Approved Sector Plan and Sectional Map Amendment for Tuxedo Road/Arbor Street/Cheverly Metro Area. ■■ Assemble small lots into parcels that can facilitate development.

■■ Encourage redevelopment of the Arbor Street area as a mixed-use core that allows a flexible mixture of residential, retail, and office use for small properties along Arbor Street.

■■ Consider integrating pockets of neighborhoodserving commercial land uses in the Old 4th Ward neighborhood to encourage future mixed-use development. ■■ Promote intense, mixed-use, TOD at the Cheverly Metro Station.

■■ Provide for areas of active, recreational space in the growth center. ■■ Provide direct pedestrian linkages from the Cheverly Metro Station to other parts of the growth center. ■■ Provide well-lit, high-quality public spaces throughout the entire area to encourage gathering and pedestrian mobility.

■■ Preserve and restore natural features within designated green infrastructure corridors in the growth center. ■■ Maximize use of green building techniques for new construction and renovations of existing buildings.

■■ Coordinate with the Town of Cheverly and WMATA on joint development opportunities.

Urban Design Concept

The urban design concept connects all subareas of the Cheverly Metro center with a system of well-designed boulevards, pedestrian routes, open spaces, and trails. This system improves both vehicular and pedestrian circulation and creates a human-scale core area intended to serve as an active transit-oriented community of homes, shops, jobs, and open spaces. Streetscape amenities are provided along with improved internal vehicular circulation patterns. A linear park will serve as a buffer, and the addition of sidewalks along the area’s perimeter roadways will create a safe and

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attractive pedestrian edge, as well as an aesthetically improved entrance to the area. The urban design concept will transform Arbor Street into a main street with retail accompanied and supported by residential and small office uses. It will provide quality human-scaled architectural character and streetscapes that are welcoming, including roads that are designed to slow traffic to a safe and smooth flow, and civic uses, such as public parks and a public green. Beecher Street will become a medium-density residential street, well integrated with the adjacent single-family detached neighborhoods and the existing and proposed open spaces. The Cheverly Metro Station parking lot will become the focal point for the growth center; it will be developed as mixed-use, while the proposed street pattern and streetscape design will revive the urban spirit of the original plan for subdividing Cheverly. The urban design concept also proposes constructing an attractive and human-scaled pedestrian bridge that links the Metro station development with the main street development along Arbor Street. The construction of sidewalks and trails will connect areas within the growth center to the Metro station, as well as to adjoining communities.

Conceptual Regulating Plan

The Cheverly Metro is designated as a UC3 center (see Map 6-11 on page 183). The Cheverly Metro center consists of the Cheverly Metro Station and the major corridor, Columbia Park Road. Columbia Park Road is identified in the conceptual regulating plan as a major street (M-1) that is 121 feet wide and consists of two through lanes, a center lane or optional median, parallel parking on each side of the street, and adequate space for streetscape amenities, such as sidewalks, street trees, and dooryards.

Urban Neighborhood 1

Gross Acres—55.4 Net Developable Acres—30.2 Urban Neighborhood 1 is bounded to the north by Carlyle Street, to the south by US 50/John Hanson Highway, to the east by 57th Avenue, and to the west by Cheverly Avenue. Within the

Map 6-11: Cheverly Metro Center—Conceptual Regulating Plan

Cheverly Center - Conceptual Regulating Plan Legend Workshop Frontage

Existing Property Line

Build-To Line (BTL)

General Frontage

Civic Space

Lot Building Limit (LBL)

.50 Mile Radius

Townhouse/Small Apartment Frontage

Alley/Access Easement (Exact Location TBD)

Urban Center Boundary Line

.25 Mile Radius

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Civic Buildings and Monuments

Urban Neighborhood Boundary Line

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CENTER TYPE: COMMUNITY

100’ 200’

400’

600’

800’

NORTH

Approved Subregion 4 Master Plan and Sectional Map Amendment

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neighborhood, the existing road network will serve as the basic framework for developing the block grid system. Any additional roads will align with the current road network. Frontages within the northeastern section of the neighborhood will remain detached single-family residential in areas extending from 57th Avenue through 59th Avenue. Townhouse/small apartment frontages exist in the southeast section of the neighborhood along Tuxedo Road and also can be seen in small portions of other sections at the intersection of 59th Avenue and 59th Place and along Arbor Street between Belleview Avenue and Cheverly Avenue. The central section of the neighborhood has shopfront frontages at the intersection of 59th Avenue and Arbor Street that extend along Arbor Street until the intersection of Cheverly Avenue and Columbia Park Road. Surrounding the shopfront, blocks of general frontage radiate from the intersection of 59th Avenue and Arbor Street and extend into portions of 59th Avenue, Beecher Street, Valley Way, and Belleview Avenue. The remaining portions of these roads continue to represent existing detached single-family housing frontages.

Urban Neighborhood 2

Gross Acres—37.5 Net Developable Acres—25.6 Urban Neighborhood 2 is bounded by Columbia Park Road to the north, North Englewood Drive to the south, Jutewood Avenue to the east, and 64th Avenue to the west. Within the neighborhood, the existing road network will serve as the basic framework for developing the block grid system while only adding a few additional roads to improve circulation. The northeastern section of the neighborhood consists of general frontage with a portion of the block between 64th and the new street being shopfront frontage. The northwestern section of the neighborhood consists of blocks along 61st and 62nd Street of townhouse/ small apartment frontages, with portions of the interior of the block remaining detached singlefamily frontage. In the southern section of the neighborhood, portions of State Street and 64th Avenue consist of townhouse/small apartment frontages, but change over to detached singlefamily frontage closer to the boundary edge.

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Urban Neighborhood 3 (Orphan) Gross Acres—8.4 Net Developable Acres—6.6 Urban Neighborhood 3 is bounded to the north by US 50, to the east and south by Columbia Park Road, and to the west by industrial property. Frontages in this area include general along Columbia Park Road, and a small section of shopfront around the vegetated circle, also located on Columbia Park Road. It is considered an “orphan” neighborhood because it does not contain the necessary townhouse/small apartment frontage nor does it meet the 20-acre minimum gross acreage requirements to be considered a complete urban neighborhood.

Urban Neighborhood 4 (Orphan) Gross Acres—17.8 Net Developable Acres—6.4

Urban Neighborhood 4 is bounded to the north by the Cheverly Metro Station, to the south by an M-NCPPC park property, to the east by a wetland and green infrastructure area, and to the west by Columbia Park Road. Urban Neighborhood 4 includes the Metro station and surrounding new development, which would be designated as general frontage in the conceptual regulating plan. A small portion of shopfront frontage is designated just outside the Metro station entrance, behind a large civic green that is extended into a linear green along the south side of the Metro right-of-way. An additional civic green, surrounded by general frontage on all four sides, is located southwest of the shopfront and civic green. Urban Neighborhood 4 is considered an “orphan” because it does not contain the necessary townhouse/small apartment frontage nor does it meet the 20-acre minimum gross acreage requirements to be considered a complete urban neighborhood.

Capitol Heights Metro Center

The Capitol Heights Approved Transit District Development Plan and Transit District Overlay Zoning Map Amendment was approved in December 2007. The plan provides more detailed background information, in addition to development concepts that correspond to the urban design character and development pattern reflected in the conceptual

regulating plan for this growth center. The following is a summary of the vision, goals, and planning concepts.

Vision

The vision for development of the Capitol Heights Metro center includes development that recognizes and builds upon the unique characteristics of the Town of Capitol Heights. The vision promotes a wide range of building types, including a diverse mix of housing; the preservation of existing neighborhoods and new infill development; and smaller-scale retail that is consistent with the scale and character of the existing businesses along Old Central Avenue. Development will also include an extensive system of civic, park, and other open spaces, as well as a finely-balanced street and circulation network that maximizes accessibility and promotes streets as places of shared use between pedestrians and vehicles.

Background

Commercial development constitutes only a small portion of the total growth center, and industrial development comprises even less. Most commercial development is concentrated along Old Central Avenue, Capitol Heights’ “main street;” however, most of this development is vacant, underutilized, unattractive, or noncompliant with current zoning. The commercial strip along Old Central Avenue includes the town hall, post office, fire station, and the Capitol Heights Police Headquarters. Residential development in Capitol Heights includes primarily single-family homes with residents who have lived in the area for a number of years; however, housing has become increasingly

Main thoroughfares in the growth center include East Capitol Street (MD 214) and Old Central Avenue (MD 332), both of which provide direct access to Washington, D.C., from the western side of Capitol Heights, and merge at Addison Road to become Central Avenue (MD 214). Central Avenue provides access to points east of Capitol Heights, especially the Capital Beltway (I-95/ I-495). Capitol Heights Boulevard provides a link from the Capitol Heights Metro Station to the town’s civic area. Watts Branch Stream Valley, the largest environmental feature in Capitol Heights, runs northwest through the growth center, from south of Old Central Avenue to Southern Avenue, and continues through Washington, D.C., to the Anacostia River. Watts Branch also runs through the middle of Bugler Street Park, a 3.6-acre park east of Tunic Avenue and north of Balsam Street. Environmental constraints to development in the growth center include steep slopes from Southern Avenue to Chamber Avenue and in Bugler Street Park. Additionally, potential new development along the Watts Branch Stream Valley should respect the ecological sensitivity of the land and stream.

CENTERS AND CORRIDORS

Capitol Heights is a primarily residential community that closely resembles the development character of a small town, complete with a “main street” (Old Central Avenue), a street grid, public parks, and a town hall. The Capitol Heights Metro center includes the Capitol Heights Metro Station at East Capitol Street and Southern Avenue, and is bounded to the west by Southern Avenue; to the south by Central Avenue, Bend Street, Azores Lane, and Belgium Street; to the east by Xena Avenue and Maryland Park Drive; and to the north by the intersection of Southern Avenue NE, Maryland Park Drive, and Banks Place NE.

more attractive to younger residents who appreciate the lower home prices and the proximity to Washington, D.C. The growth center contains mostly older, single-family detached homes and does not offer a wide variety of residential development, such as condominiums, apartments, or townhouses.

Key Planning Issues

Key planning issues in the Capitol Heights Metro center include: ■■ Addressing the lack of quality commercial services in the transit district, which forces people to travel outside the area to shop.

■■ Addressing the domination of single-family homes, which challenges efforts to encourage mixed-use development within the Transit District Overlay Zone.

■■ Redirecting the current residential development pattern, which does not offer the variety of housing types or living options typically associated with TOD. Approved Subregion 4 Master Plan and Sectional Map Amendment

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Land Use The mix of land uses within the Capitol Heights Metro center (the one-half mile walking radius surrounding the Metro) is dominated by residential uses, which comprise over 70 percent of all land uses. Compact single-family detached homes located within a grid street network occupy much of the station area, although the growth center does currently contain a few multifamily residential buildings. Commercial retail and service uses are clustered along Central Avenue, as well as industrial uses.

Table 6-13: Capitol Heights Land Use Mix

Residential ■■ High-density single family ■■ Low-rise multifamily

Commercial

71% 9%

5-50%

■■ Neighborhood-serving on Central Avenue

5-50%

11%

10-20% Source: M-NCPPC (2008).

■■ Abandoned residential properties should be inventoried to assess the feasibility of creating incentives to encourage property assembly and packaging to developers through a public/ private partnership arrangement. One method of acquiring properties is through foreclosure on the right of redemption on property taxes by a nonprofit development entity, such as a community development corporation. In cases where property taxes are not redeemed, the county may wind up as the default property owner through outright tax foreclosure.

Relative to the vision identified for a prototypical community center, as specified in the General Plan, the Capitol Heights Metro center currently lacks office-based employment, as well as a broad diversity of residential dwelling types (e.g., singlefamily attached units and multifamily units). The proportion of retail and service uses could also increase relative to residential uses.

Potential Development Character

A key consideration in the decision to locate in a certain neighborhood is the presence of amenities such as convenient shopping with desirable retailers. Just across the D.C. line from Capitol Heights, the Capitol Gateway Marketplace, when delivered, will provide a grocery anchor of over 60,000 square feet, small shop space, restaurants, multifamily residential units, and office space. The Capitol Gateway project is Capitol Heights’ gain, in that it signifies that the area is open for business to new residents and investors alike. The momentum created by the Capitol Gateway project should be leveraged for the Town of Capitol

186

Potential Mix of Uses

General Plan Vision (Community Center) 20-80%

Existing Residential Retail and Services Employment (office) Public Uses

Heights. Efforts should continue to increase awareness that the town is also a Capital gateway within close proximity and easy access to major employment nodes in Maryland and the District of Columbia. The ability to redevelop Old Central Avenue to a true main street environment holds great potential for Capitol Heights, particularly in light of the number of underutilized properties.

Part II: Vision and Recommendations Centers and Corridors

■■ Low- to mid-rise community-serving employment on Central Avenue

■■ Retail

TOD Implementation Actions

■■ Publicly owned properties near the Capitol Heights Metro Station should be inventoried, and their relationship/proximity to other commercial TOD-appropriate properties should be examined in the context of property assembly and development. Land use policies should encourage development of appropriate density at the Metro entrance. ■■ In terms of property assembly/acquisition, the stretch of Capitol Heights Boulevard should be a priority, as it is the key link between the Metro station and the Central Avenue commercial area. Transition of this corridor from predominantly residential to a mixed-use

edge is consistent with the adopted Transit District Development Plan.

■■ Small business development and business recruitment efforts will be key to revitalizing the Central Avenue commercial corridor. This area is several blocks south of the Metro station and must, therefore, stand on its own merits. The establishment of a strong link to the Metro station through Capitol Heights Boulevard will hasten its revitalization. ■■ Funds from the Prince George’s County Ccmmercial Building Loan Program should be targeted to Capitol Heights to augment business development efforts along Central Avenue and Capitol Heights Boulevard. ■■ Streetscape improvements such as traffic calming and pedestrian amenities in a capital improvement plan should be provided. ■■ Public safety concerns should be addressed.

■■ A marketing and branding campaign for Capitol Heights that emphasizes it as a “gateway” to the District of Columbia (and from the District to Maryland) should be initiated along with information on the Capitol Gateway project and its amenities and the development opportunities available in Capitol Heights. ■■ A “main street” approach and principles to the redevelopment of Old Central Avenue should be applied.

■■ Provide for TOD.

■■ Locate homes, jobs, and shopping close to transit services.

■■ Locate the mix of critical land uses (live/work/ shop) in closer proximity to one another. ■■ Establish land use and transit linkages that make it easier to use rail and bus transit.

■■ Create moderate- to medium-density development that is within an easy walk of the Capitol Heights Metro Station.

■■ Encourage development of a transportation network that is shared between pedestrians and vehicles.

Summary of Planning Concepts

An outline of the concepts explained in Part Two of the Capitol Heights Transit District Development Plan is provided below; however, to view the detailed description of these and other objectives for the Capitol Heights Metro center, refer to the 2008 Capitol Heights Approved Transit District Development Plan and Transit District Overlay Zoning Map Amendment. ■■ Establish the Metro station core as the most active and intensively developed character area with a diverse mix of tall buildings, mid- to high-rise residential units, office space, public parking, retail, and a new central square.

■■ Create transitional residential, commercial, and retail development at the Metro station edge that buffers intense development at the Metro station from the lower-density residential and mixed-use areas to the south and east. ■■ Feature the Old Central Avenue corridor as Capitol Heights’ revitalized main street and civic center, with neighborhood-serving commercial businesses.

■■ Provide a medium-density residential edge characterized by mid-rise condominiums with ground-floor commercial development at sites along Southern Avenue, Old Central Avenue, and East Capitol Street. ■■ Preserve the area’s existing single-family residential development by establishing an urban neighborhood that helps the area retain its “small town” residential appeal.

CENTERS AND CORRIDORS

Goals

■■ Establish character areas that have distinct land uses, densities, and design aesthetics.

■■ Allow for low-density, suburban development that consists of large, single-family detached homes on half-acre lots, complete with pedestrian-friendly streets and an enhanced network of public open space.

Urban Design Concept

The urban design concept for this growth center is divided into six character areas that reflect the development, both proposed and existing, envisioned by the overall plan. The first of the character areas is the Metro station core, which includes the Capitol Heights Metro Station and Approved Subregion 4 Master Plan and Sectional Map Amendment

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Map 6-12: Capitol Heights Metro Center—Conceptual Regulating Plan

Capitol Heights Metro Center - Conceptual Regulating Plan Legend Storefront Frontage

Existing Property Line

Build-To Line (BTL)

.50 Mile Radius

General Frontage

Civic Space

Lot Building Limit (LBL)

.25 Mile Radius

Townhouse/Small Apartment Frontage

Alley/Access Easement (Exact Location TBD)

Urban Center Boundary Line

Regulation Area

Detached Frontage

Civic Buildings and Monuments

Urban Neighborhood Boundary Line

Workshop Frontage

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NOTES: All streets are NST-2b-66’ unless noted otherwise on the plan

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the properties fronting Southern Avenue, between Cavalier Street and Maryland Park Drive. This area is to include the most diverse mix of uses and tallest buildings, including office, retail, and residential development, as well as public parking and a new central square. The plan envisions extending Capitol Heights Boulevard to East Capitol Street to create a focal point for a new pedestrian plaza that will surround the existing Metro station entrance and a new pedestrian plaza west of the extended Capitol Heights Boulevard. A new high-rise development at the station will incorporate the station entrance. The Metro station edge will form a buffer between the intensively developed Metro station core and the lower-density residential and mixed-use areas to the south and east and will contain a mix of residential, commercial, and retail uses. Residential uses will comprise mostly townhouse and mid-rise multifamily units (some with ground-floor retail or office space), while nonresidential uses will comprise low-rise commercial office buildings with ground-floor retail space. A public park or plaza is envisioned at the intersection of Capitol Heights Boulevard and Chamber Avenue, featuring a green sitting area, street trees, and a public fountain. Additionally, the Watts Branch Stream Valley Parkway will be enhanced and a pedestrian/bike path will run along the cleaned-up and restored Watts Branch stream.

The medium-density residential edge will comprise mid-rise condominium buildings with neighborhood-serving commercial uses on the ground floors in buildings along Southern Avenue, Old Central Avenue, and East Capitol Street. The character area will preserve the existing single-family detached residences that occupy roughly half of the Capitol Heights TDOZ to retain the area’s “small-town” feel. Development throughout the area will be required to conform to the existing residential development character. This area will encompass the Bugler Street Park, which will be upgraded with a new southern access point from Old Central Avenue.

Conceptual Regulating Plan

Capitol Heights is designated as a UC3 center (see Map 6-12 on page 188). The Capitol Heights Metro center consists of the Capitol Heights Metro Station and two major corridors, Central Avenue and East Capitol Street. Central Avenue is identified in the conceptual regulating plan as a 66-foot-wide neighborhood street (NST-2b). This street type consists of two through lanes, the potential for parallel parking, and adequate space for streetscape amenities, such as sidewalks, street trees, and dooryards. A small section of Central Avenue is designated as an 83-foot-wide neighborhood street (NST‑1), including two through lanes, the potential for parallel parking, and adequate space for streetscape amenities, such as sidewalks, street trees, and dooryards. East Capitol Street is identified in the conceptual regulating plan as a major street (M-1) that is 135 feet wide and consists of two inside through lanes and two outside through lanes, two bike lanes, the potential for parallel parking, a center turn lane or median, and adequate space for streetscape amenities, such as sidewalks, street trees, and dooryards.

Approved Subregion 4 Master Plan and Sectional Map Amendment

CENTERS AND CORRIDORS

The main street area will include the Old Central Avenue corridor, redeveloped as the main commercial corridor with the inclusion of a civic center. The pedestrian-friendly main street will have a single travel lane in each direction, on-street parking on both sides of the street, and a bike lane on the south side of the street. Buildings along Old Central Avenue will contain ground floor, neighborhoodserving retail with commercial or retail uses above. A town square, located at the intersection of Old Central Avenue and Capitol Heights Boulevard, will be surrounded by mixed-use retail and various types of residential development. The town civic center will also be located in the main street area, at the intersection of Old Central and Suffolk Avenues, and will front on Old Central Avenue. The civic center will occupy the site of the existing U.S. Post Office north of the existing mid-rise

senior housing buildings and the Capitol Heights Elementary School. The civic center will consolidate the town’s municipal offices and services at a single location.

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WUrban Neighborhood 1 Gross Acres—98.2 Net Developable Acres—54.7 Urban Neighborhood 1 is located north of Central Avenue, south of East Capitol Street, east of the Washington, D.C., border at Southern Avenue, and west of Maryland Park Drive. Currently, established roadway systems define the block structure for this neighborhood. Shopfront and general frontages surround the Capitol Heights Metro Station, in the northern section of the neighborhood. Shopfront frontages are located at the intersection of Davey Street and Capitol Heights Boulevard. General frontages wrap around this intersection and the Metro station. The western section of the neighborhood comprises all of the blocks located west of Capitol Heights Boulevard. Frontages within this section include townhouses/small apartments along Akin Avenue, Bayou Avenue, and Southern Avenue with general frontages existing along the surrounding edges of Chambers Avenue to Capitol Heights Boulevard and along Central Avenue. A small swath of storefront frontage also exists at the intersection of Chambers and Central Avenues. The eastern section of the neighborhood comprises all of the blocks east of Capitol Heights Boulevard and south of Coolidge Street. Edges within this neighborhood are characterized by areas of townhouse/small apartment frontages along Central Avenue and general frontages along Capitol Heights Boulevard. The central core of this section comprises a large park and detached-single family homes along all of the major streets. Throughout the entire urban neighborhood, a number of small civic greens break up the blocks and provide an amenity for the surrounding community.

Urban Neighborhood 2

Gross Acres—26.7 Net Developable Acres—13.5 Urban Neighborhood 2 is located north of East Capitol Street, south of Eastern Avenue, east of Southern Avenue, and west of Burgundy Street. The neighborhood utilizes the existing street network to define the development of blocks. Frontages within the neighborhood include shopfront, townhouse/small apartment, general, and detached single-family residential. The

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townhouse/small apartment frontages are located on the northern edge of the community along Maryland Park Drive, Early Street and Southern Avenue. Detached frontages exist along interior portions of Maryland Park Drive, Eagle Street, Davey Street and Dade Street. General frontages are located along East Capitol Street, and shopfront frontages can be seen on portions of blocks along Maryland Park Drive and Eagle Street. Two parks serve as central civic green space within the neighborhood; one park fronts Southern Avenue and the other park is located at the intersection of East Capitol Street and Maryland Park Drive.

Urban Neighborhood 3

Gross Acres—26.8 Net Developable Acres—15.0 Urban Neighborhood 3 is located north of Cumberland Street, south of Central Avenue, east of Southern Avenue, and west of Suffolk Avenue. The existing street network provides the framework for the development of blocks within the area. Along Central Avenue, general frontages occur in most of the buildable area with some portions of frontage converting to shopfront. Behind these edges, townhouse/small apartment and detached single-family housing make up the rest of the frontages within the neighborhood. Civic green space within the neighborhood consists of a park between Clovis Avenue and Nova Avenue and recreational space at Capitol Heights Elementary School.

Urban Neighborhood 4

Gross Acres—20.3 Net Developable Acres—12.5 Urban Neighborhood 4 is located north of Canada Street, south of Central Avenue, east of Suffolk Avenue, and west of Xenia Road. The existing street network provides the basic framework for the development of blocks within the area; however, some additional roads will be needed to define new blocks. Along Central Avenue, townhouse/small apartment frontages occur in most of the buildable area, apart from a section of shopfront and general frontage on a new block between Vale Place and Xenia Road. Townhouse/small apartment and detached single-family frontages, located behind

these edges, compose the remaining portions of the neighborhood. Civic green space within the neighborhood consists of a park near Topeka Avenue and public green along Central Avenue between Vale Place and Xenia Road.

Goals

Subregion 4 Corridors

■■ Provide unique identity for the corridor

The Central Avenue Corridor

The existing land uses in the area are predominately low- to medium-density residential neighborhoods with large tracts of vegetated land throughout the corridor. There are some pockets of higher density residential scattered and mostly concentrated closer to the Washington, D.C. boundaries. The existing development pattern is characterized by small mixed-use structures, organized in a grid pattern, especially closer to Washington, D.C. Larger and widely spaced development patterns are evident closer to the Capital Beltway as most of the area is industrial. Clusters of suburban developments are scattered throughout the corridor between the two ends. Industrial development exists on the east end of the corridor along the south side of Central Avenue. The existing “rolling” topography and stream beds along the corridor are limitations in developing key properties along Central Avenue.

Land Use and Urban Design Challenges

■■ Impact from future developments to existing neighborhoods ■■ Impact of FedEx Field events

■■ Lack of mix and quality of land uses

■■ Lack of transition along the corridor for disparate uses on each side of Central Avenue ■■ Overcrowded and poor condition of school facilities

■■ Provide safe and comfortable environments

■■ Support the economic vitality of the corridor ■■ Maintain and enhance the natural environment

Proposed Concept

Central Avenue is envisioned to continue being developed, per the 2002 General Plan, as a Developed Tier corridor for more intensive development and redevelopment. Residential and nonresidential density will increase, as will the mix of uses. The corridor will become a local and regional destination offering residents access to transportation options and a diversity of goods and services. The two main land use and urban design strategies supporting and complementing the development goals for the corridor are: (1) preserve the integrity of existing neighborhoods and commercial/industrial areas, and (2) foster a stronger sense of community by enhancing the cultural and natural assets of the area. Key elements that support the development and land use strategies are to improve the commercial frontage, reinforce the development guidelines, reexamine land uses in order to strengthen the corridor’s commercial edge, and promote a higher quality and a unified corridor image. Implementation of a proposed residential preservation program (see the Housing and Neighborhood Preservation Chapter) is an important factor in achieving the vision for the corridor. While retaining existing residential neighborhoods, some redevelopment can be incorporated to serve as a transition area and buffer the residential areas from the future commercial uses.

CENTERS AND CORRIDORS

Existing zoning allows for commercial, industrial, and mixed-use developments with the majority of the area zoned for different types of residential. Although the area will continue to be primarily residential, the existing industrial uses will be preserved and commercial activity will be maintained and reinforced near the Capitol Heights Metro Station.

■■ Provide travel mode choices

Although the existing industrial area in the east gateway of the corridor lacks a well-established and properly maintained industrial park quality, it has the potential to be developed as a future regional employment center. A series of development strategies, such as the reinforcement of industrial uses, the adherence to development standards, an enhanced street network, and streetscape improvements, will contribute to promoting an aesthetically pleasing and vibrant industrial setting. Approved Subregion 4 Master Plan and Sectional Map Amendment

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A series of supportive strategies have been outlined that will foster a sense of community and identity for the corridor and will contribute in redefining Central Avenue as a boulevard. Specifically, green infrastructure, landscape and streetscape treatments, and appropriate redesign of the corridor’s gateways will be incorporated to enhance the visual experience and to create gateways on both the west and the east end of Central Avenue. At the east end, landscape treatments and pedestrian and bike opportunities will be employed to soften the interchange image, create stronger linkages, and help transition from a suburban setting to an urban avenue character. The west end of Central Avenue will be reinforced as an urban gateway through architectural elements, plaza, open space, and streetscape enhancements that extend the urban character of East Capitol Street to the corridor. Besides the overall corridor enhancements, two specific areas will be redeveloped in order to strengthen the overall corridor. The Baber Village and Cindy Lane area is one of the two areas that present a possible development opportunity. The property along Central Avenue will be developed for multifamily residential and the Central Gardens could be remodeled or redeveloped for additional residential development opportunities. New open space opportunities are proposed to complete the park and open space network connection. The Hill Road node serves as a transition area between the auto-dominated area to the east and the more pedestrian-oriented urban environment to the north and west of Central Avenue. This subarea is envisioned to have a pedestrian-friendly, medium-density residential development around the immediate station and additional auto-oriented retail fronting onto Central Avenue. In the long term, there is the possibility of additional future Metro stops at Hill Road Center, the new station and new pedestrian linkage will fill the gap between existing Addison Road-Seat Pleasant and Morgan Boulevard Stations and will allow Metro users the option to walk from one center to another. The area could become a node of primarily residential developments ranging from mid- to high-rise with limited commercial fronting onto Central Avenue and the immediate area of the

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Part II: Vision and Recommendations Centers and Corridors

station. Given its location and existing terrain, the proposed subarea development will present an important visual indication of the corridor.

The Pennsylvania Avenue (MD 4) Corridor Designation The Pennsylvania Avenue (MD 4) corridor was designated as a General Plan Corridor in 2002 in an effort to encourage mixed-use development along the roadway’s frontage and at key intersections. The roadway serves as a limited access highway corridor, sustaining higher vehicle speeds with little to no pedestrian facilities or crossings. The eastern gateway section of the corridor between the Capital Beltway and Forestville Road is dedicated to future “big box” commercial and industrial land use and development due to its relatively low occupancy restrictions within the air instillation compatible use zone designated flight safety zones for Joint Base Andrews. A large portion of the corridor frontage stretching from Forestville Road to Southern Avenue is dedicated to existing single-family residential development and higher density, gated apartment/condominium complexes, both of which currently side or back onto Pennsylvania Avenue. Given the current role, development pattern, and condition of the corridor, the potential for future mixed-use redevelopment is viewed as limited to key intersections at Donnell Drive and Silver Hill Road where higher density residential and commercial development could be redeveloped as higher, vertically integrated mixeduse areas.

S U B R E G I O N

Part III:

Infrastructure Elements

Subregion 4

M A S T E R

A Plan for the Heart of Prince George’s

P L A N

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Chapter

Environment

S U B R E G I O N

4 M A S T E R

Introduction Prince George’s County’s environmental infrastructure is an interconnected system of public and private lands that contain significant areas of woodlands, wetlands, water supply reservoirs, and wildlife habitats. This plan seeks to restore the ecological functions of these systems through environmentally sensitive design and the use of technologies and techniques that will mitigate existing problems while preventing future problems. In developing a master plan, the condition of natural features must be assessed to ensure that environmental resources are effectively protected, preserved, and enhanced. This is especially true in Subregion 4 where areas were developed for years without fully recognizing the impacts that development was having on the environment and the region’s natural resources. Approved Subregion 4 Master Plan and Sectional Map Amendment

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ENVIRONMENT

P L A N

Background

Consequently, streams were piped and channelized and stream buffers were removed. These actions have contributed to the degradation of water quality in local streams, the Anacostia River, the Potomac River, and the Chesapeake Bay. Large portions of the region were developed before the enactment of stormwater management regulations. Limited stormwater management controls, combined with large areas of impervious surfaces and a relatively low percentage of tree and forest coverage, have contributed to very poor water quality in Subregion 4. Drainage problems also are common. The region also suffers from illegal dumping into streams, parks, and open spaces. As the region’s green infrastructure is restored and public areas are made more green, the hope is that the people who live, work, and visit Subregion 4 will have opportunities to reconnect with the environment, and this will lead to a decrease in illegal dumping. The Subregion 4 Master Plan provides an opportunity to restore ecological functions, while reintegrating natural features into neighborhoods and commercial areas, improving the quality of the water and the air, and providing economic and recreational opportunities for residents. There are many environmental issues and challenges facing Subregion 4. However, the area boasts many attributes that can positively affect the environment. Watershed restoration, stormwater management, and other projects can be implemented in the years ahead. Subregion 4 is located entirely within the Developed Tier, as defined in the 2002 General Plan. Although the majority of the region is developed, significant areas of woodlands and open space remain in many places as remnants of natural areas adjacent to developed areas and also as parks and stream valleys. Urban forests are important to Subregion 4 and provide many benefits to communities. Urban forests are located on public or private lands in cities and towns and include trees that grow individually, in small groups to form tree canopies, or in forested conditions. They reduce the overall temperature of built spaces, provide oxygen, remove pollutants from the air, and improve water quality by absorbing pollutants from stormwater run-off

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when strategically planted or preserved. Trees also provide beauty and a sense of proportion to the built environment. About 55 percent of the subregion is in the county’s green infrastructure network, or six percent of the county’s entire network. The subregion also contains two of the county’s special conservation areas, including one of the 12 remaining magnolia bogs in the Washington, D.C., area. Restoring this network will provide many benefits to the region and support many of the goals in this functional master plan.

Green Infrastructure The 2005 Approved Countywide Green Infrastructure Plan identified a comprehensive framework for conserving significant environmental ecosystems in Prince George’s County. The network is divided into three categories: regulated areas of countywide significance, evaluation areas, and network gaps. ■■ Regulated areas include environmentally sensitive features such as streams, wetlands, 100-year floodplains, severe slopes, and buffers that are protected during the development review process. ■■ Evaluation areas contain environmentally sensitive features such as interior forests, colonial waterbird nesting sites, and unique habitat that are not currently protected.

■■ Network gaps are areas critical to connecting the regulated and evaluation areas.

The Green Infrastructure Plan states that boundaries of the network should be examined and refined during the master plan process to identify areas of local significance, as well as opportunities to improve the connectivity of the network and to protect important natural resources. During the preparation of the countywide green infrastructure network, all of the regulated areas within the Developed Tier were included because the remaining resources are limited. Outside of the Developed Tier, the regulated areas were removed from the network if the existing vegetation was less than 200 feet wide or if gaps greater than 600 feet existed. These classifications provided the

designation of “countywide significance” to the network. During the preparation of the Subregion 4 Master Plan, the green infrastructure network was reevaluated; no areas of local significance needed to be added to the network.

Primary and Secondary Corridors The Subregion 4 planning area drains into both the Patuxent River (to the east) and the Potomac River (to the west). The Southwest Branch watershed drains to the Patuxent River and contains the Southwest Branch and Ritchie Branch stream systems. Several watersheds drain to the Potomac including the Upper and Lower Anacostia, Oxon Run, Henson Creek, and Lower Beaverdam Creek watersheds. The Lower and Upper Anacostia watersheds, along with the Oxon Run and Henson Creek, represent small portions of the drainage area of Subregion 4. The Lower Beaverdam Creek watershed contains the largest drainage area and includes the Cabin Branch and Beaverdam Creek stream systems. Subregion 4 contains three primary and three secondary environmental corridors that can be expanded as shown on Map 7-1 on page 198. The primary corridors are Beaverdam Creek, Cabin Branch, and Southwest Branch. Secondary corridors include Cattail Branch, Ritchie Branch, and Watts Branch. These corridors include the main stems of major waterways in the region, and

each receives most of the runoff from surrounding land uses. Connecting these corridors is critical to the longterm viability and preservation of the green infrastructure network and also will serve to preserve the region’s water quality. Conservation and preservation of these corridors, particularly the headwater areas, will help to improve water quality downstream. Table 7-1 provides water quality detail for the primary corridors. As the table shows, all of the streams in the region are degraded. Only 23 percent of the subregion’s total land area is vegetated and much of it is highly impervious. However, important connections can be created or preserved. This plan includes strategies to address the greening of existing and proposed infrastructure by using the built environment to mitigate the negative effects of conventional development. Public and private investments are needed to achieve this goal, and areas in need of restoration should be identified and targeted for mitigation. As development and redevelopment within this planning area occur, opportunities will arise to restore lost habitat and improve water quality.

Special Conservation Areas

The Green Infrastructure Plan identifies special conservation areas (SCAs) of countywide significance. Two of the 13 SCAs in Prince George’s

Table 7-1: Primary Environmental Corridors in Subregion 4 Aquatic Habitat Quality

303(d) List Categories2

Beaverdam Creak

Very Poor

Cabin Branch

Very Poor

Bacterial, Biological, Nutrients, Sediments, Metals, Toxics, Trash

Very Poor

Subwatershed

Anacostia Western Branch 1 2

Southwest Branch

ENVIRONMENT

Index of Benthic Integrity Rating1

Corridor

Biochemical Oxygen Demand

Approved Countywide Green Infrastructure Plan, 2005. Maryland Dept. of the Environment, 2006. This is Maryland’s list of impaired surface waters submitted in compliance with section 303(d) of the 1972 federal Clean Water Act.

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Map 7-1: Green Infrastructure—Primary and Secondary Corridors

Ard wic k-

Ard mo re R d

704

BEAVERDAM CREEK

CATTAIL BRANCH

202

La nd ov er Rd

k Rd ia Par b m lu Co

Legend

95 495

Major Roads Green Infrastructure Evaluation Area

704

FEMA Floodplain Zone 100 Year Floodplain, Without Elevation 100 Year Floodplain, With Elevation

Central Ave

FEMA Floodplain Zone Primary Corridor Secondary Corridor Larc hm ont Ave

3/4 mi. 1 mi.

WATTS BRANCH NORTH

y Pkw gts H t ric Dist

ve side A Shady

um ol Su C itla nd of t Rd rt ic

218

458 Silv er Hil l

a bi

n Rd Addiso

1/2 mi.

214

332 Ave Rollins

0 1/4 mi.

Walker Mill Rd

d ie R h c t Ri

Pe nn Mar lbor sy o Pik lva e nia Av e

SOUTHWEST BRANCH

95 way d Park n la it u S

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CABIN BRANCH

organ Garrett A M

Hil lR d

Countywide Gap Regulated Area

Part III: Infrastructure Elements Environment

495

County are located in Subregion 4: the Anacostia River and the Suitland Bog.

Main Stem of the Anacostia River

The Anacostia River main stem is tidal all the way through the District of Columbia to Prince George’s County, until the confluence of the Northeast and Northwest Branches near Bladensburg. The watershed of the Anacostia encompasses approximately 175 square miles in Montgomery and Prince George’s County, as well as the District of Columbia. This highly developed urban waterway is an important historic spawning ground for fish, such as the alewife herring, blueback herring, hickory shad, white perch, striped bass, yellow perch, American eel, and sea lamprey. These species spend most of their lives in saltwater but return to fresh water to spawn. For the past ten years, the Anacostia main stem and the freshwater tributaries immediately upstream have been the target of intense retrofitting efforts to remove stream blockages, improve streambank stability, replant lost stream buffers, and improve water quality. These efforts have aimed to reopen historic spawning grounds and replace important portions of the green infrastructure network that were denuded as the metropolitan area developed and expanded.

An interim report summarizing the key findings of the Anacostia River Watershed Restoration Plan was submitted to Congress in November 2008. The plan is a comprehensive attempt to restore the watershed as quickly as possible in a meaningful and cost-effective way. The first phase of the plan, completed in 2008, sets forth a framework and applies concepts to the Sligo Creek subwatershed

Suitland Bog

A bog is a wetland area having peat and moss in which shrubs, herbs, and sometimes trees grow. Suitland Bog is a unique wetland because it hosts a variety of carnivorous plants, including the pitcher plant and two types of sundews, as well as over 40 plants on the Maryland Natural Heritage’s “Rare, Threatened, and Endangered Plants of Maryland” list. Suitland Bog is located in the southeastern portion of Subregion 4 with a public entrance along Suitland Road and includes approximately 60 acres of wetland habitat. The site is owned by M-NCPPC. Encroachment is the most important impact that could affect Suitland Bog causing habitat loss, sedimentation, and alteration of surface or ground water flow patterns. The Green Infrastructure Plan recommends that actions taken within the Suitland Bog watershed should attempt to maintain ground water flow to the bog, limit surface water flooding, and reduce or eliminate sediment reaching the bog.

Wildlife Habitat

Subregion 4 is home to a limited amount of terrestrial habitats, including tracts of woodlands, grasslands, and wetlands that support a diversity of wildlife. Woodlands are important because they help to reduce runoff, erosion, and air pollution, and they provide habitats for wildlife. Disturbing these habitats can cause the wildlife to relocate to developed areas and cause problems for area residents. It is important to allow wildlife to move freely in the landscape to reduce conflicts.

ENVIRONMENT

The Anacostia is a well-studied river and various documents have been produced regarding its current ecological state and future restoration strategies. A Watershed Restoration Action Strategy is currently in development for the Anacostia, and this work is supported by the associated stream corridor assessments performed for the entire watershed including all of the Anacostia’s tributaries. Potential areas of restoration have been identified and are included in a countywide database of mitigation sites held by The Maryland-National Capital Park and Planning Commission (M-NCPPC).

in Montgomery County as a case study. The second phase, completed in 2009, applies the framework to the remaining 13 subwatersheds, including areas within Subregion 4. Restoration actions identified in the plan will be implemented during the next decade.

Goals

■■ Recognize the importance of connected ecological systems by protecting, preserving, and enhancing the green infrastructure network. ■■ Implement the subregion plan’s desired development pattern while protecting environmentally sensitive features and

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upholding the intent of the county’s environmental policies and regulations.

Policy 1

Protect, preserve and enhance the green infrastructure network in Subregion 4.

Strategies

■■ Protect green infrastructure environmental corridors by focusing development outside the network. Implement this during the review of land development proposals to ensure the highest level of preservation and restoration possible, with limited impacts for essential development elements. ■■ Assess the potential to acquire land parcels in designated network gap areas to further protect and expand the network.

■■ Evaluate land development proposals in the vicinity of SCAs (Anacostia River, Suitland Bog) to ensure that SCAs are not impacted and that green infrastructure connections are either maintained or restored.

■■ Limit impacts to the green infrastructure network to those necessary for the reasonable development of properties.

■■ Provide mitigation of impacts to the regulated areas within the development site, drainage area, subwatershed, or watershed by first exhausting the mitigation areas identified in the countywide mitigation database and then seeking other opportunities within the river basin.

Policy 2

Minimize the impacts of development on the green infrastructure network and SCAs.

Strategies

■■ Protect and enhance water quality upstream of the Suitland Bog by requiring the preservation or establishment of 75-foot-wide buffers on streams that feed the hydrology of the bog.

■■ Require the retrofitting of existing or installation of new water quality structures to ensure that water quality is maintained or enhanced above the Suitland Bog.

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Water Quality and Stormwater Management Some of the most challenging resource problems in Subregion 4 relate to water quality and stormwater runoff. Subregion 4 is made up of three major watersheds: the Potomac, the Anacostia, and the Patuxent. The Potomac River basin is divided into several subbasins, including Oxon Run Creek, Henson Creek, and other unnamed minor watersheds. The Anacostia River basin comprises the Lower Anacostia and Lower Beaverdam Creek, the latter of which consists of the Cattail Branch and other small and unnamed streams and watersheds. The Patuxent River basin is the least polluted of the three, based on existing condition ratings. Some of the major challenges to water quality in Subregion 4 include: ■■ An influx of floating trash, pesticides, oil, and toxic chemicals carried into the river from direct water run-off (nonpoint source pollution). ■■ A legacy of high levels of impervious surfaces from development that was built without stormwater management treatments or controls. ■■ High levels of bacteria carried into the river from stormwater runoff and leaks from an aging sanitary sewer system.

■■ A high percentage loss of forests, wetlands, and other sensitive environmental features capable of absorbing stormwater runoff and certain pollutants.

■■ Increasing development pressures without a comprehensive plan for stormwater management. ■■ Eroded stream banks.

As a result of these problems, intense retrofitting and innovative methods are needed in Subregion 4, including stream bank stabilization, reducing the amount of impervious area, increasing the vegetative cover in stream bank buffer areas, and coordinating efforts to improve water quality. Implementing these solutions will require further evaluation of problem areas, including encroachments into sensitive environmental areas. Table 7-2 on page 202 summarizes these problem areas and the types of interventions they may require. They are also shown on Map 7-2 on page 201, along with a depiction of channelized streams.

Map 7-2: Drainage Problem Areas and Channelized Streams

ENVIRONMENT

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Table 7-2: Stormwater Management, Flooding, and Tree Cover Problem Areas in Subregion 4 Problem Description Area

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Beaverdam Creek tributaries

Cattail Tributary (Beaverdam Creek)

Beaverdam Creek (in entirety)

Lower Beaverdam Creek

Southwest Branch tributaries (Patuxent River basin)

Southwest Branch tributary (Patuxent River basin)

Inadequate Stormwater Management Yes Yes (further Yes (need for (substantial evaluation possible retrofits) flood-prone needed) areas) Yes Yes (further (further evaluation evaluation needed) needed) Flooding Issues

Yes (some building footprints within 100-year floodplain) Yes (building footprints are within 100-year floodplain) Yes (some building footprints within 100-year floodplain) Yes (limited building footprints within 100-year floodplain) Yes (some building footprints within 100-year floodplain)

Part III: Infrastructure Elements Environment

Inadequate Tree Cover

Yes (further evaluation needed)

Notes

Area is substantially developed and paved and has piped streams; evaluate flooding, water quality, and stormwater management facilities; add tree cover as development and redevelopment occurs. Area has some encroachments into expanded stream buffer areas; add tree cover as development and redevelopment occurs. Evaluate area for encroachments into green infrastructure evaluation areas.

Yes (further evaluation needed)

Area has substantial environmental constraints; evaluate for flooding, tree cover and potential water quality improvements.

Yes (further evaluation needed)

Area west of the Beltway has marginal encroachments into green infrastructure regulated areas and 100-year floodplain; evaluate for tree cover, noise mitigation (Capital Beltway), and flooding issues. Area is substantially developed and has encroachments into stream buffers for roads and parking; evaluate need for tree cover.

Yes (stream buffers lack tree cover)

(Cont’d)

Table 7-2: Stormwater Management, Flooding, and Tree Cover Problem Areas in Subregion 4

Problem Description Area

Flooding Issues

Inadequate Tree Cover

Yes (some building footprints within 100-year floodplain) Yes (some building footprints within 100-year floodplain)

Yes (further evaluation needed)

Southwest Branch tributary (Patuxent River basin)

Oxon Run tributary (Potomac River basin)

Yes (some building footprints within 100-year floodplain)

Henson Creek tributary (Potomac River basin)

Lower Anacostia River tributary (Anacostia River basin)

Yes (some building footprints within 100-year floodplain) Yes (some building footprints within 100-year floodplain)

Yes (further evaluation needed)

Yes (need for possible retrofits)

Notes Area includes expanded stream buffer areas; evaluate for potential flooding and tree cover.

Areas along Waterford Drive, Starboard Drive and Tulip Avenue have substantial environmental impacts; portion of area within Andrews Air Force Base, Air Installation Compatible Use Zone Study (AICUZ), a noise concern; evaluate flooding, noise and tree cover. Developed areas along Fairhill Drive, Green Drive, and adjacent streets are within 100-year floodplain and expanded stream buffer; evaluate for flooding and drainage problems as development and redevelopment occurs. Stream buffer is partially piped but remains open in a wooded area of the north; area does not have significant encroachments into green infrastructure regulated areas. Stream is piped to support roads, parking and other infrastructure; evaluate for flooding and water quality problems. ENVIRONMENT

Inadequate Stormwater Management

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Tributary Action Items The Chesapeake Bay Tributary Action Items are a product of the Chesapeake Bay Agreement. The strategies provide approaches to reduce nutrient pollution loads in subwatersheds that drain to the bay by 40 percent. The Maryland Tributary Strategy was completed in 2004 and includes targets for nutrient reductions from stormwater, septic systems, growth management, agriculture, point sources, and air sources. Subregion 4 lies in two “tributary watersheds” (basins) identified in the plan: the Middle Potomac and the Patuxent. The state is encouraging the use of tributary action items as implementation tools for waters with approved total maximum daily loads (TMDLs).*

Water Resources Functional Plan

Prince George’s County is developing a countywide Water Resources Functional Master Plan that will address stormwater issues by watershed. It will address, in particular, how much development the county’s watersheds can accept before nutrient load thresholds (i.e., the amount of nitrogen and phosphorus discharged from wastewater treatment plants and stormwater runoff ) are exceeded. The water resources plan will provide countywide recommendations regarding stormwater design and the use of environmental design techniques.

Stream Restoration

Limited stormwater management controls, combined with a high percentage of impervious surfaces and a low percentage of tree and forest coverage, have degraded water quality in Subregion 4. As areas surrounding streams are developed, the increase in impervious surfaces furthers the degradation of these receiving waterways. Watersheds with increasing amounts of impervious surfaces are known to

* A TMDL quantifies the maximum amount of pollutant, such as nutrients, that a water body, such as a river or a lake, can receive without causing water quality impairment. TMDLs are prepared by the Maryland Department of the Environment and approved by the U.S. Environmental Protection Agency.

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contribute to the “urban stream syndrome,” which is a suite of symptoms including erosion of banks and channels, “flashy” (quick to rise and subside in response to rain events) hydrology, and degraded habitat for aquatic plants and animals. Replacing impervious surfaces with various stormwater management practices during redevelopment can help to relieve degraded streams from the negative impacts of stormwater runoff. A strategic stormwater management plan at the time of redevelopment will help to guide remediation and restoration of these impacted stream systems.

Environmental Site Design

Environmental Site Design (ESD) processes have been identified as ways to improve water quality throughout Prince George’s County, and these methods can be applied in Subregion 4. Some examples of ESD include the use of: ■■ Systems that filter stormwater from parking lots and impervious surfaces, such as bioretention cells, filter strips, and tree box filters.

■■ Systems that retain (or store) stormwater and slowly infiltrate water, such as subsurface collection facilities under parking lots, bioretention areas, and infiltration trenches. ■■ Modifications to infrastructure to decrease the amount of impervious surfaces, such as curbless, gutterless, and reduced-width streets. ■■ Low-tech vegetated areas that filter, direct, and retain stormwater, such as rain gardens and bioswales.

■■ Innovative materials that help break up (disconnect) impervious surfaces or are made of recycled material, such as porous concrete and permeable pavers.

■■ Water collection systems, such as subsurface collection facilities, cisterns, or rain barrels, that can also be designed for reuse of collected water. ■■ Native and site-appropriate vegetation.

■■ Viable, existing trees transplanted to appropriate areas to expedite streambank stabilization, restore tree canopy, establish wildlife habitat, or create vegetated buffers.

Goals The following goals, policies, and strategies are key to achieving the vision of this master plan: ■■ Preserve, protect, and enhance surface and ground water features and restore lost ecological functions.

■■ Protect and restore ground water recharge areas, such as wetlands and the headwaters areas of streams. ■■ Reduce dumping in and around streams.

■■ Reduce the negative effects of stormwater runoff.

Policy 1

Restore and enhance water quality in areas that have been degraded, and preserve water quality in areas not degraded.

Strategies

■■ Prepare a strategic watershedwide plan for addressing stormwater quantity and quality.

■■ Maintain, enhance, and restore woody buffers around streams to preserve and protect water quality.

■■ Undertake water quality demonstration projects on county property (for example, at schools, parks, libraries) using ESD and other innovative techniques.

■■ Use conservation landscape techniques to be evaluated during the development review process. ■■ Assess potential drainage problem areas and areas within the 100-year floodplain for retrofit projects.

Policy 2

Strategies

■■ Continue the collection of stream mitigation data for addition to the countywide mitigation database, using stream corridor assessments.

■■ During the review of land development proposals, consult the countywide mitigation database and require the restoration of streams

■■ Coordinate data contributions for possible mitigation sites (e.g., county, state, and federal agencies, citizens, nonprofits).

Policy 3

Require on-site management of stormwater through the use of environmentally sensitive stormwater management techniques (i.e., fully implement the requirements of ESD) for all development and redevelopment activities.

Strategies

■■ Require the use of shared environmentally sensitive stormwater management facilities where appropriate.

■■ Increase stormwater storage in appropriate areas, such as open space and preserved and constructed wetlands.

Policy 4

Assure that adequate stream buffers are maintained and enhanced and utilize design measures to protect water quality.

Strategies

■■ Maintain and enhance adequate woody vegetated buffers around streams to preserve and protect water quality. ■■ Identify possible locations for additional bioretention features to serve one or more properties.

■■ Enhance buffers through the Woodland Conservation Ordinance required during the review of land development proposals.

■■ Require street tree plantings be incorporated as a stormwater management feature.

Air Quality and Greenhouse Gas Emissions

ENVIRONMENT

Improve the base of information needed for the county to undertake and support stream restoration and mitigation projects.

as close to the development site as legally possible.

Gases that trap heat in the atmosphere are called greenhouse gases (GHGs). Some GHGs, such as water vapor, carbon dioxide, methane, nitrous oxide, and ozone, occur naturally but are also emitted to the atmosphere through human activities. Other GHGs, such as fluorinated gases, are created and emitted solely through human activities. Approved Subregion 4 Master Plan and Sectional Map Amendment

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The 2002 General Plan addresses air quality in relation to the Developed Tier by enhancing environmental features and green infrastructure elements and by reducing miles traveled through smart development techniques. Since 2002, climate change and greenhouse gas emissions have emerged as major issues at the international, national, and local levels. The Washington metropolitan area is a nonattainment area for ground-level ozone, an invisible gas formed when volatile organic compounds and nitrogen oxides react in sunlight. The primary sources of these pollutants are utilities and other industries, motor vehicles, small gasoline-powered engines, and small businesses using solvents, cleaning solutions, paints, and insecticides. Motor vehicles alone account for 30 to 40 percent of the pollutants that cause ground-level ozone in the metropolitan region. The Maryland Climate Action Plan, developed in August 2008, recommends a 90 percent reduction in GHG emissions by 2050. Also in 2008, the County Council adopted resolution CR-24‑2008 with the goal of reducing countywide GHG emissions below 80 percent of 2008 levels by 2050 (CR-24-2008).

■■ Increase the use of clean energy sources, such as solar and wind power.

Policy

Reduce air pollution to support public health and wellness by placing a high priority on transitoriented development and transportation demand management (TDM) projects and programs.

Strategies

■■ Assist in the development of a Strategic Climate Action Plan that examines Prince George’s County GHG emissions and reduction strategies.

■■ Engage in outreach to educate and raise awareness regarding how residents and businesses can address air quality and climate change at the subregion level. ■■ Reduce air pollution and energy use by placing a high priority on TDM projects, transit, and mixed-use development.

■■ Encourage the use of clean energy sources, such as solar and wind power.

The county has an important role to play in reducing GHG emissions and preparing for the impacts of climate change through policies and actions in the areas of land use planning, transportation, woodland conservation, and energy use.

■■ Design development and redevelopment projects to minimize the need for motor vehicle trips.

Prince George’s County has created the position of a County Energy Manager, whose responsibilities include the creation of an inventory to account for county GHG emissions. The Department of Environmental Resources is developing a program to implement reduction strategies and is monitoring progress toward its goals.

Noise Intrusion

The following goals, policies, and strategies are key to achieving the vision of this master plan:

Federal and state ordinances and guidelines have been developed to ensure the reduction of noise levels to acceptable standards. The consensus of these standards is that 65 “A-weighted” decibels (dBA Ldn) is the maximum noise level generally acceptable for residential areas. During the review of residential development applications, this noise level is measured using a nighttime factor that

Goals

■■ Improve air quality in Subregion 4.

■■ Increase public awareness of air quality and GHG emissions.

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■■ Increase public transportation use and minimize motor vehicle trips by concentrating growth in centers and along corridors.

Part III: Infrastructure Elements Environment

■■ Provide a continuous network of sidewalks, trails, and bikeways to facilitate pedestrian use and access.

Noise is defined as any form of unwanted sound. Noise is a composite of all background sounds that emanate from point and nonpoint sources and are transferred to a receptor or receiver. The amount of noise transmitted can vary considerably due to elevations, the existence of barriers, and project design.

results in a noise threshold being adjusted to account for human sensitivity to noise at night (65 dBA Ldn). Areas of Subregion 4 are affected by high levels of noise produced by military aircraft operations at Joint Base Andrews. The most recent air instillation compatible use zone (AICUZ), completed in 2007, delineates noise zone contours in five-decibel (dB) increments, ranging from 65 dBA Ldn to at or above 80 dBA Ldn. Noise zones extend nearly as far north as Central Avenue (MD 214) and as far west as Penn-Mar Shopping Center on Marlboro Pike. Of the areas in the flight path, Subregion 4 experiences the lowest levels of noise exposure from aircraft operations (i.e., 65-70 dBA Ldn). For noise comparison purposes, traffic on the Capital Beltway generates a noise level of approximately 65 dBA Ldn during rush hour in a location within 1,000 feet of the roadway. Guidelines provided by the AICUZ study address land use compatibility for each specific noise zone. Residential and retail commercial uses, for example, within the 65 dBA Ldn and 70 dBA Ldn noise zones are generally compatible provided noise attenuation measures are incorporated into design and construction of the structures. Recommended prohibited uses within the affected noise areas are nature exhibits, amphitheaters, and places of public assembly.

Goal

The following goals, policies, and strategies are key to achieving the vision of this master plan: ■■ Coordinate land use, economic planning, and environmental planning to reduce or mitigate the effects of noise pollution.

Reduce adverse noise impacts so that the State of Maryland’s noise standards are met.

Strategies

■■ Evaluate development and redevelopment proposals in areas subject to high levels of noise using Phase I noise studies and noise models. Phase I noise studies determine base-line noise levels acceptable for a planned area. ■■ Provide for the use of noise reduction measures when and where noise issues are identified through the development review process. ■■ Work with the State Highway Administration to ensure that as state roads are upgraded, appropriate noise reduction measures are incorporated into roadway design.

■■ Achieve compatible land uses and development in areas subject to noise that exceeds acceptable standards.

■■ Provide for adequate setbacks for development exposed to existing and proposed noise generators and roadways of arterial classification or greater. ■■ Restrict hours of operation for uses that produce excessive noise.

Green Buildings/ Sustainability The 2002 General Plan includes a goal to reduce overall energy consumption and implement more environmentally sensitive building techniques throughout the county. Green building is the practice of increasing the efficiency with which buildings use resources— energy, water, and materials—while reducing impacts on human health and the environment during the building’s lifecycle through better siting, design, construction, operation, maintenance and removal.

ENVIRONMENT

Local highways generate noise according to the speed and volume of traffic carried, as well as other factors including noise reception location and topography. Freeways are normally the noisiest facilities. The use of sound-deadening barriers or other sound attenuation measures can reduce noise to acceptable residential levels, such as 65 dBA Ldn (average decibels, with day-and-night levels considered) for outdoor activity areas and 45 dBA Ldn for indoor living areas.

Policy

* The Leadership in Energy and Environmental Design (LEED) Green Building Rating System™ is a voluntary national standard developed by the U.S. Green Building Council for the design, construction, and operation of high performance green buildings. Approved Subregion 4 Master Plan and Sectional Map Amendment

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In September 2007, the County Executive established a Green Building Executive Steering Committee and Energy Efficiency Council as part of the county’s “Going Green” initiative. The committee evaluated the feasibility of green building goals and developed the following goal-specific implementation guidelines, actions, and financial strategies: ■■ Reduce energy consumption per square foot in all existing county buildings by 20 percent by the year 2015. ■■ Design and construct all new county buildings and public schools in accordance with the Leadership in Energy and Environmental Design (LEED)* silver rating.

■■ Establish incentives for both new and existing private commercial buildings to achieve a LEED silver rating or an equivalent rating under a comparable green building performance measure. ■■ Establish a green building education and outreach program.

■■ Ensure that a sufficient number of development and permit review staff possess LEED accreditation, are able to sign off on tax credits and certifications, and adequately assist commercial developers or large-scale property owners in meeting performance measures. LEED has developed standards for Neighborhood Development (LEED-ND) that allows for evaluation and certification of neighborhoods regarding their level of energy and environmental design.

Goal

The following goals, policies, and strategies are key to achieving the vision of this master plan:

■■ Encourage the use of green building techniques that reduce energy and resource consumption.

Policy 1

Implement environmentally sensitive building techniques that reduce overall energy consumption.

Strategies

■■ Promote environmentally sensitive building techniques as designated by the U.S. Green Building Council.

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■■ Require the use of the latest environmental technologies in building and site designs.

■■ Encourage the reuse and redesign of existing buildings when redevelopment occurs to incorporate energy and building material efficiencies.

■■ Reduce energy consumption through the use of more effective and energy efficient indoor and outdoor lighting and air movement systems. ■■ Establish incentives for new and existing commercial buildings to achieve a LEED silver rating or an equivalent rating under a comparable green building performance measure.

Policy 2

Implement land use policies that encourage infill and support TOD and walkable neighborhoods.

Strategy

■■ Direct development and infill to existing areas rather than “greenfields.”

Policy 3

Increase the county’s capacity to support sustainable development.

Strategies

■■ Design and construct all new county buildings and public schools in accordance with the LEED silver rating per the Executive Order.

■■ Ensure that a sufficient number of development and permit review staff possess LEED accreditation, are able to sign-off on tax credits and certifications, and adequately assist commercial developers or large-scale property owners in meeting performance measures. ■■ Implement the recommendations of the county’s Green Building Executive Steering Committee and Energy Efficiency Council.

Chesapeake Bay Critical Area The Maryland General Assembly enacted the Chesapeake Bay Critical Area law in 1988 to foster more sensitive development along the shorelines and tidal tributaries of the Chesapeake Bay in order to minimize the damage to natural habitats

and degradation of water quality. Statewide goals for protection of the critical area include minimizing water quality impacts from pollutants in runoff; conserving fish, wildlife, and plant habitat; and establishing land use development policies that accommodate limited growth while also addressing adverse environmental impacts inherent to human activity. There is a very small portion (approximately 14 acres) of the Chesapeake Bay Critical Area in Subregion 4. This area extends into the upper tidal portions of the Anacostia River. All of the critical area in the region is within the designated green infrastructure network. This portion is within the Intense Development Overlay Zone of the critical area which acknowledges the existing development in the area. Many of the recommended actions in this chapter also support and encourage the protection and resource enhancement of the critical area.

Goal

The following goals, policies, and strategies are key to achieving the vision of this master plan: ■■ Protect, restore, and enhance the Chesapeake Bay Critical Area.

Policy

Ensure that the Chesapeake Bay Critical Area is protected to the maximum extent possible through the implementation of water quality and other related measures.

Strategies

■■ Continue to enhance the county’s critical area protection program in response to local, regional, and statewide initiatives and legislative changes. ■■ Ensure that proper enforcement of the regulations takes place within the critical area.

Tree cover in Prince George’s County and the Developed Tier has decreased as the county has * The 2000 figure cited here was projected in 1999 as part of the Environmental Inventory Technical Summary.

The General Plan priority is to focus new growth to the Developed Tier to take advantage of the “grey infrastructure” (roads, sewer lines, etc.). Doing this reduces the costs of development to communities and the county. Fewer roads must be built and maintained and fewer long-term infrastructure costs will be incurred. However, such development impacts the environment. Tree and woodland cover in the Developed Tier and Subregion 4 fell from 2000 to 2005, mainly due to new development projects. For example, this increases ground level temperatures and reduces the interception of rainwater that woodlands and tree canopy provide. Tree cover is important because it helps to reduce the temperature of the built environment, removes pollutants from the air, and can serve to improve water quality by absorbing pollutants from stormwater runoff when strategically planted or preserved. Between 2000 and 2005, the Developed Tier lost approximately 200 acres of tree canopy and Subregion 4 lost approximately 150 acres of that total. In order to maintain the 26 percent tree canopy goal stated in the 2002 General Plan, a concerted effort is needed to replace the lost canopy coverage. The county’s Woodland Conservation and Tree Preservation Ordinance seeks to preserve woodlands in conjunction with floodplains, wetlands, stream corridors, and steep slopes and emphasizes the preservation of large, contiguous woodland tracts. The ordinance also includes a Wildlife Habitat Conservation Policy requiring that the effects to wildlife habitat within woodland conservation areas be minimized in development plans.

ENVIRONMENT

Tree Canopy and Green Space

developed. Between 1938 and 2000, the amount of woodland acreage in what is now the Developed Tier decreased from 19,898 to 13,661 acres, or from 37 to 26 percent, of the Developed Tier’s total land area.*

Tree cover can be increased through forestation of stream corridors, stream buffers, and floodplains and through planting trees in public and private spaces. As development and redevelopment occur, trees should be planted and preserved, and communitysponsored tree planting efforts should be encouraged so that the tree canopy can expand over time.

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Prince George’s County also would benefit by using technology to focus tree planting efforts. One of the best approaches to building and maintaining an urban forest canopy is to have an organized, proactive management program. This can include a tree inventory, tree management plan, and related software that enables county staff to prioritize, schedule, and budget effectively. A tree management plan also provides citizen volunteers and residents accurate information about their urban forest and encourages them to participate in its care.

Goals

The following goals, policies, and strategies are key to achieving the vision of this master plan: ■■ Achieve the 2002 General Plan goals of meeting or exceeding 26 percent forest and tree cover in the Developed Tier by 2025. ■■ Improve the connectivity of green space, and enhance and protect existing tree canopy.

Policy 1

Preserve, restore, and enhance the existing tree canopy.

Strategies

■■ Require a minimum of ten percent tree canopy coverage on all new development and redevelopment projects.

■■ Encourage the preservation of existing specimen trees (defined as trees 30 inches or greater in diameter at breast height) at the time of development review.

■■ Increase the percentage of urban tree canopy by planting trees and other vegetation in public and private open spaces, along roadways, in median strips, and in residential communities. ■■ Ensure that root space is sufficient for longterm survival.

■■ Require a diversity of native stock trees when planting street, landscape, and lawn trees to promote ecosystem health and resiliency against disease and insects.

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Policy 2 Improve the county’s capacity to support increases in the tree canopy.

Strategies

■■ Support community- and site-based strategies to increase the tree canopy.

■■ Work with municipalities and large civic associations to develop a tree management program to prioritize, schedule, and budget urban tree planting on public land. ■■ Provide accurate information to the public in support of community-based tree planting programs.

■■ Establish new tree canopy guidelines to increase planting, reforestation, and afforestation. ■■ Encourage the development of communitybased tree planting programs and utilize county tree planting incentive programs, such as ReLeaf, the Annual Arbor Day grant, and the annual Gorgeous Prince George’s tree giveaway for local community and municipality associations. ■■ Increase landscape buffers in common areas and along curbs and sidewalks. ■■ Establish a tree stewards’ program to assist county agencies with planting and maintenance of trees in public areas.

Transportation Systems

4 M A S T E R

Introduction The Subregion 4 planning area has a comprehensive, efficient, and user-friendly multimodal transportation network that accommodates transit, automobiles, pedestrians, and bicyclists. This multimodal transportation network is integrated with land use development to serve the Subregion 4 area, with an emphasis on accessibility to the centers, corridors, and other key destinations from the surrounding communities for all users. The recommended transportation plan also plays an important role in attracting quality development that is envisioned in the sector plans and the 2002 General Plan policies for centers.

P L A N

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TRANSPORTATION SYSTEMS

Chapter

S U B R E G I O N

Background

Existing Roadway System The plan area is currently served by an excellent transportation system, with direct access to the Capital Beltway (I-495/I-95). In addition, major roadways serving the subregion area are the John Hanson Highway (US 50), Suitland Parkway, Pennsylvania Avenue (MD 4), Central Avenue (MD 214), Landover Road (MD 202), Martin Luther King, Jr. Highway (MD 704), Silver Hill Road (MD 458)/Walker Mill Road, Forestville Road/Ritchie Road/Garrett Morgan Boulevard, Addison Road, Shady Glen Drive/Hill Road, Brightseat Road/Ardwick-Ardmore Road, Sheriff Road, Columbia Park Road, and Marlboro Pike. (See Map 8-1 on page 213 and Table 8-1 on page 216.) All these facilities provide local or regional mobility and access to destinations inside and outside the Subregion 4 area. It is important, however, to note that the existing road network is marginal in providing direct and continuous access and mobility within the subregion in the north/ south direction. Another concern is with regard to the lack of convenient and pleasant local street grids, especially within the designated centers and areas close to the seven Metro stations. The most recent available average annual daily traffic (AADT) and average daily traffic (ADT) volumes along these major roadways are shown in Maps 8-2 and 8-3.

Truck and Freight Movement

A key element of the Subregion 4 economy is its industrial activities. These activities generate significant amounts of truck traffic. Although accommodation of truck transportation is essential, the increased truck traffic along some residential streets and neighborhoods in close proximity to the industrial uses has been the source of great community concern. The AADT truck volumes along major roadways in Subregion 4 are shown in Table 8-2 on page 218. Another mode of freight transportation, railroad, is not significant within Subregion 4. Currently, only an average of two freight trains per day travel across the subregion and there are only two at-grade rail crossings within the subregion: one is along Cabin Branch Road with an AADT of 4,550, and the

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other is along Columbia Park Road with an AADT of 11,060.

Existing Transit System

The planning area has excellent public transit service offered by three Metrorail lines (Blue, Orange, and Green). Seven Metrorail stations (Cheverly, Landover, and New Carrollton on the Orange Line; Capitol Heights, Addison Road-Seat Pleasant, and Morgan Boulevard on the Blue Line; and Suitland on the Green Line) are within the subregion. Although located outside the subregion, the Naylor Road and Branch Avenue Stations on the Green Line, and Largo Town Center on the Blue Line, are also easily accessible. Metrorail operates between 5:00 a.m. to midnight on weekdays and from 7:00 a.m. to 3:00 a.m. on weekends. The frequency of service ranges generally from six minutes during weekday peak periods to 12 to 20 minutes during other time periods. The Washington Metropolitan Area Transit Authority (WMATA) and the county’s Department of Public Works and Transportation (DPW&T) provide bus routes that connect various neighborhoods, communities, employment, and commercial centers within the subregion to each other and to the remainder of the county and the region via the connections to the existing Metrorail stations. Hours of operation for WMATA’s Metrobus routes vary considerably depending on the route. The typical frequency of service or bus headway for Metrobus routes serving the plan area varies from 20 to 30 minutes during morning and evening peak hours, and from 30 to 60 minutes during off-peak hours. Almost all of DPW&T’s TheBus routes operate on weekdays, with no service on Saturdays, Sundays, and major holidays, and the service is generally limited to hours between 6:00 a.m. and 7:00 p.m. The headway for TheBus routes operating within the subregion is generally between 30 to 40 minutes during peak periods and is increased to 60 minutes during off-peak hours. In addition to Metrorail and bus service, transit service in the subregion is also provided by the Maryland Area Rail Commuter’s (MARC) Penn Line, with a stop at the New Carrollton Metro Station. This commuter line provides peak period weekday commuter transit service between Baltimore and the District of Columbia’s Union

Map 8-1: Existing Transportation System

Ard wic k-

Ard mo re R d

704 202

Sheriff Rd

Ki ng

Jr Hw y

k Rd ia Par b m lu Co

Dr bles Bishop Pee

Lu th er M ar tin

Existing Hard Surface Trails Planned Hard Surface Trails

Seat

Existing Side Paths

Dr sant a e l P

Hil lR d

organ Garrett A M

Legend

Planned Side Paths Existing Shared Use Roadways

Central Ave

Planned Shared Use Roadways

a bi

Larc hm ont Ave

218

Pe nn sy lva nia

458

Walker Mill Rd

kwy ts P t Hg c i r t Dis

Av e

Rd hie Ritc

Mar lbor o Pik e

Silv er Hil l

ve side A Shady

um S uit lan fC o dR t d ric ol

NORTH

3/4 mi. 1 mi.

n Rd Addiso

1/2 mi.

Ave Rollins

Planned Bike Lanes

1/4 mi.

214

332

Existing Bike Lanes

495

Reds kins Rd

La nd ov er Rd

TRANSPORTATION SYSTEMS

95 495

ay Parkw d n la it Su

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Map 8-2: Existing Annual Average Daily Traffic—Prince George’s County Roads

Ard wic k-

k k 4,961 k

202

k k Reds kins Rd

Jr Hw y

18,903

5,580

District of Columbia Central Ave

8,442

s kBishop Pekeble5,689

13,191

Hil lR d r D t san a e l P

14,055

organ Garrett A M

Seat

Sheriff Rd

Ki ng Lu th er M ar tin

95 495

13,045

704

La nd 3,329 ov 15,670 er Rd

rk Rd bia Pa m lu o C

12,314

7,644

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218

k Marlb

4,624 95

oro Pike

way d Park Suitlan

23,883

17,222

495

kk21,243 k 31,579 k 16,469

Preliminary Recommended Projects - Connectivity NORTH

Legend AADT, Prince George’s County (2007)

214

Rd hie Ritc

23,225

Av e

13,371

Walker Mill Rd

kwy ts P t Hg ic r t 15,809 Dis

Silv er Hil l

458

n Rd Addiso

Ave Rollins

ve side A Shady

Su itla nd

Pe nn sy lva nia

13,186

1/4 mi.

1/2 mi.

3/4 mi. 1 mi.

Part III: Infrastructure Elements Transportation Systems

SUBREGION 4 MASTER PLAN,

I TS L IVING A REAS AND I NDUSTRIAL P ROPERTIES

Map 8-3: Existing Annual Average Daily Traffic—Maryland Department of Transportation Roads

74,660

Ard mo re R 26,171 d

704

Sheriff Rd

k k

21,611

Larc hm ont Ave

k Suitla

nd Rd

218

k k

23,142 458

Av e

Central Ave

27,960

24,951

199,451

214

59,572 205,156

n Rd Addiso

ve side A Shady

29,182

kk11,901 Ave Rollins

Pe nn sy lva nia

8,792

Hil lR d

23,042

10,351

52,190

organ Garrett A M

District of Columbia

Dr bles Bishop Pee

Lu th er M ar tin

495

202

rk Rd bia Pa m lu o C

86,770

Reds kins Rd

83,640

Ki ng

30,101 43,550

k k

Jr Hw y

122,170

214,281

38,770

202

TRANSPORTATION SYSTEMS

Ard wic k-

94,220

Walker Mill Rd

Rd hie Ritc

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k Ma k 37,201 rlbo k k 37,650 ro Pike

95 495

46,561

60,540

k 183,921 k

way d Park n la it u S

Preliminary Recommended Projects - Connectivity NORTH

Legend AADT, Maryland (2007)

SUBREGION 4 MASTER PLAN,

1/4 mi.

1/2 mi.

3/4 mi. 1 mi.

Approved Subregion 4 Master Plan and Sectional Map Amendment

I TS L IVING A REAS AND I NDUSTRIAL P ROPERTIES

215

Table 8-1: Existing Transportation System Roadway Pennsylvania

Central Avenue

Martin Luther King Jr. Highway

Landover Road

Columbia Park Road Suitland Parkway Suitland Road

Marlboro Pike

Ritchie Road Forestville Road

Silver Hill Road

216

Count Location East of DC Border West of Silver Hill Road East of Silver Hill Road West of Capital Beltway East of DC Border West of East Capitol Street West of Capital Beltway North of DC Border North of Sheriff Road South of Landover Road North of Landover Road South of Capital Beltway West of John Hanson Highway East of John Hanson Highway West of MLK Jr. Highway East of MLK Jr. Highway West of Capital Beltway South of Cheverly Metro Entrance West of MLK Jr. Highway East of Branch Avenue South of DC Border North of Silver Hill Road South of Silver Hill Road North of Suitland Parkway East of Southern Avenue East of Larchmount Avenue East of Silver Hill Road West of Forestville Road South of Central Avenue South of D’Arcy Road North of Marlboro Pike South of Marlboro Pike South of Pennsylvania Avenue South of Suitland Parkway South of Suitland Road South of Pennsylvania Avenue North of Pennsylvania Avenue

Part III: Infrastructure Elements Transportation Systems

Roadway Classification Expressway

Arterial

Collector Freeway Collector Arterial Collector

Arterial Collector Collector

Arterial

Existing Lanes (Bi-directional) 4 4 4 4 2 2 6 6 6 6 6 6 6 6 6 6 6 4 4 4 2 2 2 2 4 4 4 4 4 2 4 4 2 6 6 6 6

(Cont’d) TRANSPORTATION SYSTEMS

Table 8-1: Existing Transportation System Roadway Walker Mill Road

Count Location

South of County Road South of Addison Road West of Ritchie Road Addison Road North of Walker Mill Road North of Central Avenue North of Sheriff Road Sheriff Road West of Addison Road West of MLK Jr. Highway West of Redskins Road Ardwick-Ardmore Road West of MLK Jr. Highway Larchmount Avenue North of Marlboro Pike Rollins Avenue North of Walker Mill Road South of Central Avenue Shadyside Avenue South of Pennsylvania Avenue John Hanson Highway West of Baltimore Washington (US 50) Parkway East of Baltimore Washington Parkway East of Kenilworth Avenue West of Landover Road East of Landover Road West of Capital Beltway Capital Beltway (I-95) North of Suitland Parkway South of Central Avenue South of Landover Road South of MLK Jr. Highway North of John Hanson Highway Shady Glen Drive North of Walker Mill Road South of Central Avenue Hill Road South of MLK Jr. Highway Brooks Drive North of Silver Hill Road South of Marlboro Pike Brightseat Road North of Central Avenue East of Sheriff Road North of Landover Road Redskins Road South of Sheriff Road Hill Oaks Road East of Nalley Road

Roadway Classification Arterial

Arterial Collector Arterial Collector Industrial Local Road Local Road Local Road Freeway

Existing Lanes (Bi-directional) 6 4 2 2 2 2 4 4 4 4 2 2 2 2 6 4

Freeway

Collector Collector Collector Arterial Collector

Arterial Collector

4 4 4 6 8 8 8 8 8 2 2 2 2 4 4 2 6 6 4

Approved Subregion 4 Master Plan and Sectional Map Amendment

217

(Cont’d) Table 8-1: Existing Transportation System Roadway Bishop Peebles Drive Garrett A. Morgan Boulevard Cabin Branch Drive East Capitol Street Regency Park Walters Lane Donnell Drive 75th Avenue Kent Village Drive

Count Location West of Brightseat Road North of Central Avenue

Roadway Classification Arterial Arterial

Existing Lanes (Bi-directional) 6 6

North of Sheriff Road Collector 2 East of DC Border Arterial 6 West of Central Avenue Arterial 6 North of Suitland Road Collector 4 South of Pennsylvania Avenue Collector 2 South of Pennsylvania Avenue Local Road 2 North of Pennsylvania Avenue Arterial 6 South of Pennsy Drive Collector 2 South of Landover Road Local Road 2 Source: 2010 Approved Countywide Master Plan of Transportation.

Table 8-2: 2007 Truck Traffic—Percentage of AADT on Selected Routes Percentage Truck Traffic (AADT) Single Double AADT Count Location Percentage Percentage (No. of Trucks) (No. of Trucks) John Hanson Highway after the D.C. border 4.7 (5742) 1.4 (1710) John Hanson Highway after Kenilworth Avenue 8.2 (7115) 2.4 (2083) John Hanson Highway after Landover Road 7.3 (5450) 2.7 (2016) John Hanson Highway after the Capital Beltway 5.2 (4899) 1.7 (1602) Landover Road before Martin Luther King Jr Boulevard 4.5 (1745) 1.1 (427) Martin Luther King Jr Boulevard after the D.C. border 3.6 (778) 0.3 (65) Martin Luther King Jr Boulevard before Landover Road 6.9 (2077) 1.7 (1602) Martin Luther King Jr Boulevard after the Capital Beltway 5.1 (1335) 1.3 (340) East Capital Street before Central Avenue 4.0 (1167) 0.4 (117) Central Avenue before the Capital Beltway 4.7 (2800) 1.4 (834) Pennsylvania Avenue after the D.C. border 3.2 (787) 0.5 (123) Pennsylvania Avenue before Silver Hill Road 3.5 (979) 0.5 (140) Pennsylvania Avenue after Silver Hill Road 3.1 (1167) 0.8 (301) Pennsylvania Avenue before the Capital Beltway 4.0 (2422) 1.0 (605) Suitland Road after the D.C. border 3.6 (317) 0.4 (35) Capital Beltway above Suitland Parkway 7.3 (13426) 7.4 (13610) Capital Beltway below Central Avenue 3.6 (7386) 4.3 (8822) Source: 2010 Approved Countywide Master Plan of Transportation.

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Part III: Infrastructure Elements Transportation Systems

Summaries of the existing TheBus and WMATA routes are shown in Tables 8-3 and 8-4.

Pedestrian Facilities

Sidewalks are available along most major roadways in the subregion. However, there are some roadway sections where sidewalks are missing, limited to only one side of the roadway, or are in poor physical condition. A field investigation indicates that the majority of roadways with missing sidewalks are located within Zone 2 and in the general vicinity of the Landover Metro Station.

Accident Analysis

Review of the available accident data collected by the Maryland Department of Transportation (MDOT) for 2006-2007 revealed 20 vehicular collisions involving pedestrians had occurred at various locations within Subregion 4 area (see Map 8-4 on page 222). The majority of these pedestrian-involved vehicular collisions occurred along Marlboro Pike, Addison Road, and Sheriff Road.

Evaluation of Existing Conditions

To assess the existing conditions on Subregion 4 area roadways, the ratio of observed ADT volumes to the daily service volumes for each roadway segment were calculated. This ratio typically defines a range of operating conditions and is used to describe the congestion level or level-of-service (LOS) experienced by drivers along a given roadway. LOS ranges from A (free-flow conditions) with little or no congestion, to F (which describes failure or stop-and-go conditions). The General Plan recommends LOS E or better, for all areas within the Developed Tier, which includes the entire Subregion 4 planning area.

Tables 8-6 identifies the existing AADT, the recommended daily service volumes, and the resulting LOS for key roadway segments within and serving the Subregion 4 area.

TRANSPORTATION SYSTEMS

Station with an additional stop at the Baltimore– Washington Thurgood Marshall International Airport. Subregion 4 is also served by Maryland Transit Authority (MTA) Commuter Bus Route 921, which provides service between the New Carrollton Metro Station and Annapolis. Prince George’s County also operates demand responsive door-to-door service called Call-A-Bus. This service is offered primarily to the county’s disabled and senior citizens.

Future Conditions

Planned and Programmed Transportation Improvements A review of the planned transportation related improvements that are either funded through the state’s Consolidated Transportation Program (CTP) or the county’s Capital Improvement Program (CIP) indicates several projects within Subregion 4 or in close proximity of the planning area with allocated funding for construction, design, and/or planning. The specifics of these projects are listed in Tables 8-7 and 8-8.

Approved and Ongoing Planning Efforts The following is a complete list of the approved and ongoing master plans and planning studies covering all or different parts of the Subregion 4 area: ■■ The 2010 Approved New Carrollton Transit District Development Plan.

■■ The 2009 Approved Countywide Master Plan of Transportation.

■■ The 2009 Marlboro Pike Sector Plan and Sectional Map Amendment. ■■ The 2009 Approved Landover Gateway Sector Plan and Sectional Map Amendment.

■■ The 2006 Approved Suitland Mixed-Use Town Center Development Plan. ■■ The 2005 Approved Sector Plan and Sectional Map Amendment for the Tuxedo Road/Arbor Street/Cheverly Metro Area.

■■ The 2004 Approved Sector Plan and Sectional Map Amendment for Morgan Boulevard-Largo Town Center. ■■ The 2002 Prince George’s County Approved General Plan.

Approved Subregion 4 Master Plan and Sectional Map Amendment

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Table 8-3: Prince George’s County “TheBus” Routes 18 20 21 22 23 24 25 27 34

Martin Luther King, Jr. Highway, Addison Road, Addison Rd-Seat Pleasant Metro Station Addison Rd-Seat Pleasant Metro Station, Walker Mill Rd, Addison Road, Donnell Drive New Carrollton Metro Station, Ardwick-Ardmore Road, Brightseat Road, Landover Road, Prince George’s Community College Ardwick-Ardmore Road, Morgan Boulevard Metro Station, Former Landover Mall, Prince George’s Sports and Learning Complex, Sheriff Road Cheverly Metro Station, Cabin Branch Drive, Sheriff Road, Cedar Heights Drive, Central Avenue, Hill Road, Martin Luther King, Jr. Highway Capitol Heights Metro Station, East Capitol Street, Rollins Avenue, Walker Mill Road, Marlboro Pike, Pennsylvania Avenue Capitol Heights Metro Station, Southern Avenue, Capitol Heights Blvd, Central Avenue, East Capitol Avenue Landover Metro Station, Landover Road, Pennsy Drive, 75th Avenue, Dodge Park Road Suitland Road, Silver Hill Road, White Hall Apartments, Capital Crossing Apartments Source: DPW&T. Table 8-4: WMATA Bus Routes

Route A11-A12

Points served Prince George’s Hospital, Landover Metro Station, Former Landover Mall, Martin Luther King Hwy & Columbia Park Rd, Addison Rd-Seat Pleasant Metro Station C21-C22-C29 Central Avenue Line Collington Center, Bowie Health Center, Pointer Ridge, Six Flags America, Addison Rd-Seat Pleasant Metro Station D13-D14 Oxon Hill– Suitland Station, Andrews Air Force Base, Marlow Heights Suitland Line Shopping Center, Southern Avenue Metro Station F12 Ardwick Industrial Cheverly Metro Station, Kent Village Drive, Landover Metro Park Shuttle Line Station, Ardwick-Ardmore Road, New Carrollton Metro Station F14 Sheriff Road– Addison Rd-Seat Pleasant Metro Station, Capitol Heights Capitol Heights Line Metro Station, Addison Road, Sheriff Road, Martin Luther King Hwy, New Carrollton Metro Station V12 District Heights– Pennsylvania Avenue, Brooks Drive, Shadyside Avenue, Suitland Line Addison Rd-Seat Pleasant Metro Station, Suitland Metro Station V14-V15 District Heights– Penn Mar Shopping Center, Atwood Street, Rollins Avenue, Seat Pleasant Line Addison Rd-Seat Pleasant Metro Station, Seat Pleasant Drive, Hill Road J11-J12-J13 Marlboro Pike Line Marlboro Pike, Larchmont Avenue, Central Avenue, Forestville Road, Addison Rd-Seat Pleasant Metro Station P12 Eastover– Central Avenue, Walker Mill Road, Shady Glen Drive, Silver Addison Road Line Hill Road, Addison Rd-Seat Pleasant Metro Station K11-K12-K13 Forestville Line Silver Hill Road, Pennsylvania Avenue, Regency Pkwy, Walters Lane, Andrews AFB Source: WMATA.

220

Route Name Martin Luther King, Jr. Highway Line

Part III: Infrastructure Elements Transportation Systems

TRANSPORTATION SYSTEMS

Table 8-5: Accidents Per 100 Million Vehicle Miles Traveled (acc./100mvm) in Subregion 4 Average Daily Traffic (ADT)

Number of Accidents

Section Length (miles)

Days of Study

Rate (acc./100mvm)

25,550

3.8

730

151.3

US 50 John Hanson Highway

93,200

375

4.0

730

139.7

Landover Road

52,200

1.9

730

88.2

Sheriff Road

20,250

1.7

730

80.6

Central Avenue

59,572

112

3.6

730

72.5

Martin Luther King, Jr. Highway

30,100

4.3

730

66.5

Pennsylvania Avenue

60,540

127

4.8

730

60.8

Addison Road

22,050

1.4

730

54.3

Silver Hill Road

46,575

2.2

730

42.3

Suitland Road

23,100

3.1

730

39.0

Capital Beltway

234,700

607

9.4

730

38.2

Roadway Name * Marlboro Pike

*Limits as depicted in Table 8-6 on page 223 in the Subregion 4 Master Plan Equation: Accidents x 100,000,000/ADT x Section Length x Days of Study

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Map 8-4: Vehicular Accidents 2006-2007

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6,0

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rdm ore15,0 Rd

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8,0

98,1

194,0

165,0

10,0

73,0

3,0

Preliminary Recommended Projects -NORTH Connectivity 0

1/4 mi.

1/2 mi.

3/4 mi. 1 mi.

Part III: Infrastructure Elements Transportation Systems

SUBREGION 4 MASTER PLAN,

I TS L IVING A REAS AND I NDUSTRIAL P ROPERTIES

TRANSPORTATION SYSTEMS

Table 8-6: Level of Service for Major Roads—Existing Conditions Road ID A-20 A-21 A-22

Route. No. MD 202

MD 704

A-31 A-32

MD 214

A-33 A-40 A-41 C-400

MD 458

Barlowe Road Martin Luther King, Jr. Highway Beltway

Max ADT 52,200

20,250

0.38

30,100

0.37

Walker Mill Road D.C. line

Evarts Street

25,125

0.31

Beltway

59,575

0.74

Walker Mill Road Suitland Parkway MD 458 Evarts Street

Central Avenue Walker Mill Road MD 337 ArdwickArdmore Road ArdwickArdmore Road Columbia Park Road MD 704

22,050

0.82

46,575

0.58

2 2

20,750 15,675

0.77 0.98

D E

12,300

0.39

0.00

18,900

0.59

MD 214 D.C. Line D.C. Line

2 2 4

13,200 17,000 25,550

0.83 1.07 0.80

D F D

MD 704

26,350

0.83

Redskins Road MD 214

14,050

0.44

8,200

0.51

MD 458 MD 458

2 2

18,025 14,975

1.13 0.94

F E

Route

Link: From To

Landover Road

US 50

Sheriff Road

D.C. Line

Martin Luther King, Jr. Highway Morgan Blvd/ Redskins Road East Capital Street/Central Avenue Addison Road South Silver Hill Road

D.C. Line

Suitland Road Brightseat Road

C-402

Pennsy Drive

MD 202

C-404 C-405

Marblewood Avenue Sheriff Road

C-407 C-408 C-410

Hill Road Addison Road Marlboro Pike

C-411

Columbia Park Road Brightseat Road

Sheriff Road Redskins Road MD 704 MD 214 Forestville Road US 50

C-412 C-414 C-415 C-422

Shady Glen Drive Suitland Road Brooks Drive

Central Avenue Walker Mill Road D.C. line MD 4

Lanes

Max V/C 0.65

LOS C

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223

(Cont’d) Table 8-6: Level of Service for Major Roads—Existing Conditions Road ID C-426

Route. No.

C-427 E-3

MD 4

E-6

MD 202 US 50

F-4 F-5

I-95/ I-495

F-5

I-95/ I-495 I-95/ I-495 I-95/ I-495

F-5 F-5 F-7 I-400 I-404 I-413

224

Max ADT 25,125

Max V/C 0.79

8,225

0.26

I-495

60,550

0.89

Beltway

52,200

0.51

I-495

122,175

1.34

183,925

0.98

205,150

1.10

199,450

1.07

214,275

1.15

Route

Link: From To

Ritchie/ Forestville Road Walker Mill Road Pennsylvania Avenue Landover Road

Allentown Road Marlboro Pike D.C. line

Walker Mill Road MD 458

Barlowe Road D.C. line

John Hanson Highway Capital Beltway Capital Beltway Capital Beltway Capital Beltway Suitland Parkway ArdwickArdmore Road Hubbard Road Hampton Park Boulelvard Benning Road

Part III: Infrastructure Elements Transportation Systems

North of Suitland Parkway South of MD 214 South of MD 202 South of MD 704 D.C. line US 50 MD 704 Marlboro Pike Marlboro Pike

Lanes

LOS D

Silver Hill Road Beltway

0.00

20,975

0.66

Pennsy Dr. MD 214

2 2

0 13,375

0.00 0.84

A D

D.C. Line

12,050

0.76

Source: M-NCPPC.

Project Name, Location I-95/I-495 Capital Beltway, MD 202 to MD 214 MD 4 Pennsylvania Avenue, I-95/495 (Capital Beltway to MD 223) MD 4-Pennsylvania Avenue, Interchange at Suitland Pkwy MD 202-Largo Road, Campus Way South to Brightseat Road

Description of Project

TRANSPORTATION SYSTEMS

Table 8-7: Maryland SHA Consolidated Transportation Plan Projects that Impact Subregion 4 Current Status Complete

Convert the I-95/495 interchange at Arena Drive from a part time interchange to a full time interchange to handle the existing and proposed growth in the vicinity of FedEx Field and the Largo Town Center Metro Station (2.80 miles). Upgrade existing MD 4 to a multi-lane freeway from MD 223 Planning to I-95/495 (Capital Beltway) (3.08 miles). Interchanges at Westphalia and Dower House Roads are not funded in the current program. Bicycles and pedestrians will be accommodated where appropriate. Construct a new interchange at MD 4 and Suitland Parkway. Design Bicycles and pedestrians will be accommodated where appropriate.(BRAC-related) Improve the MD 202 intersection at Brightseat Road. This Design improvement will enhance capacity, operations, and safety of the intersection. Sidewalks will be included where appropriate. Source: Maryland Department of Transportation.

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Table 8-8: Prince George’s County Capital Improvement Program Projects that Impact Subregion 4 Project Name, Location Hill Road Phase III Improvements, Landover, MD Suitland Road, Suitland, MD Street Tree Removal and Replacement Rehabilitation of Storm Drainage Channels Developer contribution projects Curb and Road Rehabilitation Bridge Repair and Replacement Addison Road II Ritchie Road/ Forestville Road

226

Description of Project Design roadway improvements to enhance safety and capacity and improvements to the Hill Road/MD 704 intersection.

Current Status Design

To improve Suitland Road from Allentown Road to Suitland Parkway, Design including resurfacing, bridge replacement and streetscape improvements. To remove and replace street trees as needed on countyOn-going maintained public rights-of-way. The repair and replace storm drain channels throughout the On-going county. To provide funding for a variety of street improvements as part On-going of the county’s adequate public facilities ordinance. To provide for needed rehabilitation of county roads, streets, On-going curbs, and sidewalks. To replace, repair or rehabilitate deteriorated bridges within the On-going county. To reconstruct the roadway from Walker Mill Road to Central On-going Avenue (MD 214). The interim resurfacing and concrete work on Ritchie Road from On-going Alberta Drive to Parston Drive and on Forestville Road from Parston Drive to Pennsylvania Avenue (MD 4) has been completed. Future improvements to the roadway, which are programmed in the out years, include widening Ritchie Road from Alberta Drive to Marlboro Pike and widening Forestville Road from Marlboro Pike to MD 4 to 4-lane urban roadway with pedestrian and bikeway enhancements. Source: M-NCPPC.

Part III: Infrastructure Elements Transportation Systems

■■ The 1993 Approved Master Plan and Sectional Map Amendment for Landover And Vicinity (Planning Area 72).

■■ The 1985 Approved Master Plan for SuitlandDistrict Heights and Vicinity (Planning Areas 75A and 75B). ■■ The 2006 Central Avenue Transit-Oriented Development Corridor Development Strategy.

Each of these plans recommends transportation network improvements that were determined (at the time of approval) to be sufficient to handle through traffic and traffic from the ultimate buildout of land uses recommended within each planning area. The recommended improvements were to be staged over time as warranted by travel demand and funding availability. However, many of these recommended transportation infrastructure improvements have remained unfunded over the years. The existing transportation network also contains many older roadways that were not designed to function as commuter through routes or to accommodate the existing and projected traffic volume demands. Most of these facilities now require upgrades, but public funding to provide for the needed improvements to roads and transit is severely reduced because of funding limitations. As a result, the funding for the needed infrastructure improvements has mostly been provided by development through the application of the existing adequate public facilities (APF) test. However, the application of the APF test is also limited to the evaluation of the impact on the transportation network in the area immediately surrounding new development. Consequently, it has provided funding for only a limited portion of a roadway, or one to two intersection improvements, if and when the approved development actually occurs. The APF test is not a financing strategy in and of itself.

Key Transportation-Related Planning Issues and Concerns

At listening sessions, public workshops, community and stakeholder meetings, and from staff and consultant analyses, a number of issues and

concerns relating to the existing and future of the subregion transportation network were identified during the preparation of the plan. Although all the identified issues and concerns are considered in the recommended transportation policies, objectives, strategies, and recommendations, the following have been identified as the key issues:

TRANSPORTATION SYSTEMS

■■ The 2000 Approved Sector Plan and Sectional Map Amendment Addison Road Metro Town Center and Vicinity.

■■ Preserving and improving the transportation choices for existing and established communities.

■■ Improving multimodal mobility at the centers and along major corridors, with an emphasis on safety, pedestrian connectivity, bicycle accessibility, and transit use. ■■ Reduce dependency on the use of automobiles. ■■ Include a system of crosswalks connected to an attractive and safe pedestrian network that encourages walking through the planning area and especially at the planned centers.

■■ Capitalize and identify ways to provide investments in transportation infrastructure. ■■ Promote transit-oriented development (TOD), transit-supporting, transit-serviceable, and pedestrian-oriented development at the centers and neighborhoods.

■■ Improve pedestrian and vehicular connections between the established neighborhoods and the Metro stations.

■■ Explore ways to provide flexibility in addressing transportation needs and the need to mitigate traffic congestion, especially outside of the planned centers and along major corridors.

■■ Explore ways to reduce disproportionate amounts of through traffic, truck traffic, and speeding along some of the residential streets.

Evaluation and Assessment

In order to plan for the needed transportation infrastructure for Subregion 4 that will accommodate the projected traffic demand, an assessment of the planned transportation network was conducted. The assessment of the Subregion 4 Master Plan buildout conditions was done using the Planning Department’s regional four-step comprehensive modeling process, known as the TransForM model, consisting of: Approved Subregion 4 Master Plan and Sectional Map Amendment

227

■■ Trip generation (how many trips are generated?) ■■ Trip distribution (where do the trips go?)

■■ Mode choice (what travel mode is used for each trip?)

■■ Trip assignment (what is the route of each trip?) The TransForM model uses the projected future population, household growth, and employment throughout the Washington metropolitan region and within Subregion 4, as well as the compiled information about the future transportation system consisting of the planned highway, transit and high-occupancy vehicle lane networks, based on the transportation plan scenario being analyzed.

Among the TransForM outputs are a set of tables that show trip interchanges (the number of trips between each origin and destination) by mode. Another important model output is the forecast of future daily traffic volumes, which is discussed in greater detail below. These volumes are based on the full buildout of the recommended land uses for this plan. The land use component for this analysis also includes the buildout of the Westphalia, Bowie, Henson Creek, Branch Avenue, and Landover Gateway (including Woodmore Town Center) master plans or sector plans. The two transportation networks tested using the model consist of the Countywide Master Plan of Transportation (MPOT) network (representing the “base” condition) and the Subregion 4 transportation network, which includes several highway improvements recommended by the Landover Gateway Sector Plan, as well as a new proposal for a rapid bus service from the proposed Purple Line extension at Landover Gateway south to the Suitland Metro Station with stops at FedEx Field, the Morgan Boulevard Metro Station, Central Avenue Corridor, and Addison Road-Seat Pleasant Metro Station. This scenario is represented as the Subregion 4 buildout. The projected land-use data by the Prince George’s County-Traffic Analysis Zone (PG-TAZ), the forecasted ADT, and resulting LOS for key roadway segments within the Subregion 4 area are presented in Table 8-9 on page 229 for the base condition and Table 8-10 on page 231 for the buildout condition.

228

Part III: Infrastructure Elements Transportation Systems

As indicated from the information contained in these tables, under the buildout condition only, a handful of links within Subregion 4 were determined to operate below the policy LOS E. A more detailed analysis of these roadway links supports the findings that with the recommended transportation improvements and strategies, acceptable service levels for all roadways in the Subregion 4 area are achievable.

Transportation Recommendations The consequences of years of travel growth within and through the subregion include greater traffic congestion, longer travel times between destinations, noticeable traffic jams caused by minor incidents, more road rage as people are delayed, and threats to air quality, even as the exhaust from each individual car has become much cleaner. The competition for vehicle space also has consequences for residential neighborhoods. To avoid the congested arterials, increasing numbers of cars travel at excessive speeds on local neighborhood streets. Neighborhood safety and livability are reduced, and residents become frustrated and angry about the traffic in front of their homes. Increasing traffic volumes also have consequences for economic health as truck delays increase the costs of doing business. As a result, unlike the previous planning efforts where the goal was to accommodate existing travel demand and the vehicle traffic it generated as best as possible with the available resources, the primary goal of this plan is to provide transportation choices for residents, employees, visitors, and businesses within the subregion area. This is a more proactive approach to transportation planning. It sets transportation priorities and recommends a variety of programs and strategies to serve expected travel demand. The plan recognizes that the transportation system must address the needs of all users of the right-ofway and accommodate those needs in the most efficient way. The most efficient modes of travel are those that require the least resources per persontrip. To illustrate this point, a single-occupant vehicle (SOV) consumes approximately 20 lane feet (20 linear feet of one travel lane) of roadway (assuming a 10-foot car with 10 feet of headway),

Road ID

Route Route No. Name

A-20

MD 202

Landover Road

From US 50

Sheriff Road

D.C. Line

MD 704

Martin Luther King, Jr. Highway Morgan Boulevard/ Redskins Road East Capitol Street/ Central Avenue Addison Road South Silver Hill Road

D.C. Line

A-21 A-22 A-31 A-32

MD 214

A-33 A-40 A-41 C-400

MD 458

Suitland Road Brightseat Road

C-402

Pennsy Drive

C-404

Marblewood Avenue Sheriff Road Hill Road Addison Road Marlboro Pike Columbia Park Road

C-405 C-407 C-408 C-410 C-411 C-412 C-414 C-415 C-422 C-426 C-427 C-430 E-3

Brightseat Road Shady Glen Drive Suitland Road Brooks Drive Ritchie/ Forestville Road Walker Mill Road Benning Road MD 4 Pennsylvania Avenue

Link: To Barlowe Road

Lanes

Max ADT

Max LOS V/C

61,425

0.76

Martin Luther King, Jr. Highway Beltway

30,400

0.56

62,500

0.77

Walker Mill Road D.C. line

Evarts Street

45,900

0.57

Beltway

60,700

0.75

Walker Mill Road Suitland Parkway MD 458 Evarts Street

Central Avenue

40,200

0.50

Walker Mill Road MD 337 ArdwickArdmore Road MD 202 ArdwickArdmore Road Sheriff Road Columbia Park Road Redskins Road MD 704 MD 704 MD 214 MD 214 D.C. Line Forestville Road D.C. Line US 50 MD 704

59,150

0.73

4 4

28,900 25,900

0.54 0.81

C D

14,500

0.45

10,900

0.68

4 4 2 4 4

36,800 13,350 21,125 37,900 35,000

1.15 0.42 1.33 1.19 1.10

F B F F F

Central Avenue Walker Mill Road D.C. line MD 4 Allentown Road

Redskins Road MD 214

4 4

28,800 17,500

0.90 0.55

E C

MD 458 MD 458 Walker Mill Road MD 458 D.C. Line I-495

4 4 4

14,150 18,700 23,500

0.44 0.59 0.74

B C D

5,200 21,725 55,500

0.16 A 1.36 F 0.54 C

Marlboro Pike Marlboro Pike D.C. line

Approved Subregion 4 Master Plan and Sectional Map Amendment

TRANSPORTATION SYSTEMS

Table 8-9: Level of Service for Major Roads—Base Condition

229

(Cont’d) Road ID

Route Route No. Name

E-6

MD Landover Road 202 US 50 John Hanson Highway I-95/ Capital Beltway 495

F-4 F-5 F-5 F-5 F-5 F-7 I-400 I-404 I-413

230

Table 8-9: Level of Service for Major Roads—Base Condition

I-95/ Capital Beltway 495 I-95/ Capital Beltway 495 I-95/ Capital Beltway 495 Suitland Parkway ArdwickArdmore Rd Hubbard Road Hampton Park Blvd

Part III: Infrastructure Elements Transportation Systems

Link: From To Barlowe Road Beltway

Lanes

Max ADT

Max LOS V/C

56,300

0.55

121,350 0.88

North of Suitland Parkway

256,500 1.08

South of MD 214 South of MD 202 South of MD 704 D.C. line US 50

247,175 1.04

241,800 1.02

250,625 1.06

Silver Hill Beltway

4 4

75,100 22,800

0.82 0.72

D D

MD 704 Marlboro Pike

Pennsy Dr MD 214

2 4

11,275 27,500

0.71 0.86

D E

D.C. line

I-495

Source: M-NCPPC.

Road ID A-20

A-21 A-22

Route Route No. Name MD 202

MD 704

A-31

A-32

MD 214

A-33 A-40 A-41 C-400 C-402 C-404 C-405 C-407 C-408 C-410 C-411 C-412

MD 458

From Landover Road US 50

Sheriff Road

D.C. Line

Martin Luther King, Jr. Highway Morgan Boulevard/ Redskins Road/Ritchie Road East Capitol Street/Central Avenue Addison Rd South Silver Hill Road Suitland Road Brightseat Road Pennsy Drive

D.C. Line

Link: To Barlowe Road

Max

Capacity

65,050

80,770

Max LOS V/C 0.81

Martin Luther King, Jr. Highway Beltway

34,000

53,850

0.63

60,375

80,770

0.75

Walker Mill Road

Evarts Street

53,100

80,770

0.66

D.C. line

Beltway

63,800

80,770

0.79

41,350

80,770

0.51

65,975

80,770

0.82

4 4

31,000 26,900

53,850 31,870

0.58 0.84

C D

24,975

31,870

0.78

14,050

15,930

0.88

35,300

31,870

1.11

4 2 4

23,450 20,400 36,900

31,870 15,930 31,870

0.74 1.28 1.16

D F F

45,900

31,870

1.44

36,800

31,870

1.15

Central Avenue Walker Mill Road MD 337 ArdwickArdmore MD 202 ArdwickArdmore Road Marblewood Sheriff Road Columbia Avenue Park Road Sheriff Road Redskins MD 704 Road Hill Road MD 704 MD 214 Addison Road MD 214 D.C. Line Marlboro Pike Forestville D.C. Line Road Columbia Park US 50 MD 704 Road Brightseat Road

Lanes

Walker Mill Road Suitland Parkway MD 458 Evarts Street

Central Ave

Redskins Road

TRANSPORTATION SYSTEMS

Table 8-10: Level of Service for Major Roads—Buildout Condition

Approved Subregion 4 Master Plan and Sectional Map Amendment

231

(Cont’d) Table 8-10: Level of Service for Major Roads—Buildout Condition Road ID

C-414

Route Route No. Name

Shady Glen Drive Suitland Road Brooks Drive Ritchie/ Forestville Road Walker Mill Road Benning Road

C-415 C-422 C-426 C-427 C-430 E-3 E-6 F-4 F-5 F-5 F-5 F-5 F-7 I-400 I-404 I-413

232

MD 4 Pennsylvania Avenue MD Landover 202 Road US 50 John Hanson Highway I-95/ Capital 495 Beltway I-95/ 495 I-95/ 495 I-95/ 495

Capital Beltway Capital Beltway Capital Beltway Suitland Parkway ArdwickArdmore Rd Hubbard Road Hampton Park Boulevard

Part III: Infrastructure Elements Transportation Systems

Link: From To Walker Mill MD 214 Road D.C. line MD 458 MD 4 MD 458 Allentown Walker Mill Road Road

Lanes

Max

Capacity

23,400

31,870

4 4 4

15,575 20,925 25,350

Max LOS V/C 0.73

31,870 31,870 31,870

0.49 0.66 0.80

C D D

Marlboro Pike Marlboro Pike D.C. line

MD 458

7,150

31,870

0.22

D.C. Line

22,350

15,930

1.40

I-95/495

55,400

102,200

0.54

Barlowe Road D.C. line

Beltway

60,750

102,200

0.59

I-95/495

143,500

138,460

1.04

261,400

236,810

1.10

247,450

236,810

1.04

239,925

236,810

1.01

252,300

236,810

1.07

North of Suitland Parkway South of MD 214 South of MD 202 South of MD 704 D.C. line

Silver Hill

75,800

91,100

0.83

US 50

Beltway

21,700

31,870

0.68

MD 704 Marlboro Pike

Pennsy Drive MD 214

2 4

17,500 27,650

15,930 31,870

1.10 0.87

F E

Source: M-NCPPC.

Goals

■■ Provide a safe, affordable, and attractive multimodal transportation system in the Subregion 4 area that: ◊ Supports the development pattern, and the land uses associated with that development pattern, recommended by this master plan. ◊ Reflects the 2002 General Plan goals and policies for the Subregion 4 area.

■■ Develop a comprehensive and accessible trail network designed to meet the recreational needs of all pedestrians and bicyclists.

■■ Provide sidewalks, neighborhood trail connections, and bicycle-friendly roadways to accommodate nonmotorized transportation (bicycling and walking) as the preferred mode for some short trips, particularly to transit stops and stations, schools, and within neighborhoods and centers. ■■ Provide for TOD consistent with the General Plan goals for the growth centers and corridors.

■■ Utilize “complete street” and “context-sensitive” concepts to promote travel by alternative modes (transit, biking, and walking) as viable alternatives to the automobile in the neighborhoods and growth centers. ■■ Explore funding and secure the implementation of the recommended rapid bus service for the heart of the Subregion 4 area by connecting the planned extension of the Purple Line to the Suitland Metro Station.

■■ Support the Purple Line as light-rail transit from Bethesda to New Carrollton and its extension to National Harbor as recommended in the MPOT.

TRANSPORTATION SYSTEMS

where a standard bus carrying one person in each seat consumes about 60 linear feet of roadway, which is 1.5 lane feet per person (assuming a 40-seat bus that is 40 feet long, with 20 feet of headway). This means that 40 persons in 40 singleoccupant cars require 800 feet of roadway, while 40 persons in one bus require only 60 feet of roadway. In other words, a person riding a bus is 12 times more efficient in the use of the roadway and takes up less than eight percent of the space than a person driving an SOV. Bicycling and walking are also more efficient than the SOV. They use no gasoline, cause no pollution, and require much less expensive facilities than those needed to support automobile, truck, and bus traffic.

■■ Improve pedestrian safety in the vicinity of Metro stations and along major road corridors.

■■ Develop new roads and retrofit existing roads in conformance with the 1999 American Association of State Highway and Transportation Officials (AASHTO) Guide for the Development of Bicycle Facilities to the extent feasible and practical. ■■ Identify priority sidewalk corridors to parks, schools, Metro stations, and other activity centers where sidewalk construction is necessary to meet existing pedestrian needs.

■■ Provide trail and pedestrian connections from Subregion 4 to the existing Anacostia Tributaries Trails Network and the planned Anacostia Riverwalk in Bladensburg and Washington, D.C.

■■ Improve bicycle facilities around Metro stations in Subregion 4. Facilities needed include bicycle racks, lockers, and striping for designated bike lanes.

■■ Develop walkable and transit-oriented communities through the provision of a comprehensive network of sidewalks and neighborhood trails. To fulfill the stated goals in the most effective way, this chapter includes a number of specific policies and strategies that are grouped into the following areas: ■■ Coordination and Involvement.

■■ Highway Classification and Description. ■■ Freight and Truck Movement.

■■ Parking and Demand Management. ■■ Transportation Function. ■■ Public Transportation.

■■ Pedestrian and Bicycle.

Policy 1

Carry out a public involvement process and coordinate with appropriate agencies to provide information and develop standards regarding transportation issues, projects, and process.

Approved Subregion 4 Master Plan and Sectional Map Amendment

233

Strategies ■■ Establish a transportation work group with affected federal, state, county, and other providers of transportation services to plan and fund the recommend transportation facilities and services. ■■ Involve community members in development and identification of the most effective and efficient transportation enhancements that are recommended by this plan.

■■ Implement educational programs that support a range of transportation choices and emphasize safety for all modes within the subregion area. ■■ Encourage walking by developing education programs for both motorists and pedestrians and increasing public awareness of the benefits of walking and bicycling and of available resources and facilities.

■■ Assist with the development of a strong school curriculum and program on transportation safety and travel choices with emphasis on neighborhood livability and personal safety.

Policy 2

Support the development level recommended by this master plan with a transportation system that reflects the policy service levels in the 2002 General Plan. The transportation system must have efficient access to residential, commercial, and employment areas with improvements to existing roadways and new roadways, and minimizing dislocation and disruption resulting from the implementation of these recommendations. Explore the feasibility of creating parallel routes to Central Avenue, as proposed in the 2006 Central Avenue TransitOriented Development Corridor Development Strategy, to provide improved local access for vehicle, pedestrian, bicycle, and transit trips occurring along the corridor.

Strategies

■■ Maintain, improve, and construct the recommended transportation network as required by current and future development. ■■ Designate a system of roadways that supports the movement of traffic consisting of regional, interregional, and local trips. The recommended classification is in accordance with the MPOT designations.

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Part III: Infrastructure Elements Transportation Systems

■■ Adopt the recommended highway network required to support the buildout of the recommended land use plan for Subregion 4 including the planned growth center as shown in Map 8-5 on page 235 and Table 8-11 on page 236. ■■ Promote and evaluate the need for provision of on-street parking to serve adjacent land uses and improve safety of pedestrians and bicyclists when requested by the community and when making any changes to the roadways.

◊ Specifically include the provision of on-street parking along Larchmont Avenue and Sheriff Road during off-peak hours.

■■ Explore ways to provide street connections to established neighborhoods and direct pedestrian and bike connections to nearby public transit, schools, and recreational facilities as part of any new development and redevelopment. ■■ Explore and promote plans to signalize intersections of neighborhood streets and streets with higher commuter traffic, when warranted, and to facilitate the safe movement of traffic and pedestrians along each street, as well as turning traffic to and from the neighborhood streets. ◊ Specific recommendations include: Central Avenue at Maryland Park Drive; Central Avenue at new north/south connection to Rollins Avenue; and Central Avenue at Norair Avenue.

■■ Use a combination of enforcement, engineering, and education efforts to calm vehicle traffic along residential streets, as well as Walker Mill Road. ■■ Implement measures that preserve and enhance neighborhood livability of local streets within the established neighborhoods.

◊ Specific recommendations include installation of overhead lighting along Suitland Road, Silver Hill Road, and Marlboro Pike.

■■ Promote reduction of traffic speed through enforcement, signage, and design in high pedestrian activity areas, in the vicinity of schools, and along residential streets.

Map 8-5: Existing and Proposed Roadways

Ard mo re R d

704 202

218

organ Garrett A M RD.

214 N

GL E

SHADY

Pe nn sy lva nia

458

y Pkw gts H t c ri Dist

Av e

Walker Mill Rd

Rd hie c t i R

Mar lbor o Pik e

Silv er Hil l

IS T D

ve side A Shady

Su itla nd

Reds kins Rd

Ki ng 332

Larc hm ont Ave

1/8 0 M 1/4 I. MI. 1/2 MI. 3/4 MI. 1M ILE

Central Ave

IC R

495

Dr bles Bishop Pee

Hil lR d Dr t n a s a Ple Seat

n Rd Addiso

C O

Sheriff Rd

Lu th er

d Sheriff R

Ave Rollins

Proposed Arterial Proposed Collector Proposed Industrial Proposed Interchange Proposed Primary Interchange NORTH Arterial Collector Expressway Freeway Industrial Primary Streets IA Subregion 4

La nd ov er Rd

M ar tin

Legend

Jr Hw y

rk Rd bia Pa Colum

TRANSPORTATION SYSTEMS

Ard wic k-

95 495

way d Park Suitlan

Approved Subregion 4 Master Plan and Sectional Map Amendment

235

Table 8-11: Recommended Highway Improvements at Buildout Road ID F-4

John Hanson Highway

F-5

I-95/I-495

F-7

Suitland Parkway

E-3 A-20

Pennsylvania Avenue Extended Landover Road

A-21

Sheriff Road

A-22

A-33 A-35 A-35 A-35

Martin Luther King, Jr. Highway Ritchie Road/Morgan Boulevard/ Redskins Road/Brightseat Road E. Capitol Street/ Central Avenue Addison Road South Walker Mill Road Walker Mill Road Walker Mill Road

A-40

Silver Hill Road

A-31 A-32

Facility Name

MC- Evarts Street 401 C-347 Ardwick-Ardmore Road C-400 Brightseat Road C-401 Barlowe Road/Evarts Street C-402 Pennsy Drive C-403 75th Avenue C-404 Marblewood Avenue

236

Part III: Infrastructure Elements Transportation Systems

Route ID US 50/ US 301 I-95/ I-495

Project Limits D.C. line to Capital Beltway

Lanes 6 to 8

300

NPS D.C. line to Pennsylvania Avenue Facility MD 4 D.C. line to Beltway

Varies

4 to 6

200

4 to 6

MD 202

Annapolis Road to Beltway

120

D.C. line to Martin Luther King, Jr. Highway D.C. line to Annapolis Road

100

120–150

4 to 6

Walker Mill Road to Evarts Street

120

D.C. line to Beltway

120–150

6 to 8

Walker Mill Road to Central Avenue Silver Hill Road to Beltway I-95/I-495 to Ritchie Road (A-31) Ritchie Road (A-31) to Shady Glen Drive (C-414) Branch Avenue to Walker Mill Road Brightseat Road to Capital Beltway Martin Luther King, Jr. Highway to Lottsford-Vista Road Evarts Street to Ardwick-Ardmore Road Martin Luther King, Jr. Highway to Brightseat Road Landover Road to ArdwickArdmore Road Landover Road to Pennsy Drive Sheriff Road to Columbia Park Road

120 120 120 70–80

4 to 6 4 to 6 6 2 to 4

120

4 to 6

100

2 to 4

80 80

2 2

MD 704

MD 214

MD 458

Suitland Parkway to John Hanson Highway

Right of way (feet) 300

(Cont’d) TRANSPORTATION SYSTEMS

Table 8-11: Recommended Highway Improvements at Buildout Road Facility Name ID C-405 Sheriff Road

Route ID

C-406 Belle Haven Drive/Hill Oaks Road/Nalley Rd. C-407 Hill Road C-408 Addison Road C-409 Central Avenue/ Old Central Avenue C-410 Marlboro Pike C-411 Columbia Park Road C-412 Brightseat Road C-413 Garden City Drive C-414 Shady Glen Drive C-415 Suitland Road C-422 Brooks Drive C-423 Regency Parkway C-424 Walters Lane C-425 Donnell Drive C-426 C-427 C-429 C-430

Ritchie Road Walker Mill Road Karen Boulevard D’Arcy Road

P-400 Main Street P-401 M-NCPPC Access Road P-402 Walker Mill Drive/ Old Ritchie Road P-403 Rollins Avenue/Suffolk Avenue I-400 Ardwick-Ardmore Road I-401 Truck Way Extended

MD 332

MD 950 MD 218

Project Limits Martin Luther King, Jr. Highway to Redskins Road FedEx Way to Martin Luther King, Jr. Highway Central Avenue to Martin Luther King, Jr. Highway D.C. line to Central Avenue D.C. line to Addison Road

Right of way (feet) 80

Lanes 2 to 4

70–80

70–80 80

2 2 to 4

D.C. line to Forestville Road John Hanson Highway to Martin Luther King, Jr. Highway Central Avenue to Redskins Road Ardwick-Ardmore Road to Beltway Ramps Walker Mill Road to Central Avenue D.C. line to Silver Hill Road

80–100 80

2 to 4 2 to 4

80 80

4 4

80 80

2 to 4 2 to 4

Silver Hill Road to Pennsylvania Avenue Marlboro Pike to Suitland Road Cul-de-sac to Pennsylvania Avenue Pennsylvania Avenue to Marlboro Pike Allentown Road to Walker Mill Road Marlboro Pike to Silver Hill Road Walker Mill Road to Central Avenue Capital Beltway to RitchieForestville Road Central Avenue to Rollins Avenue Morgan Boulevard to M-NCCPC Property Shady Glen Road to Ritchie Road

2 to 4

80–100 80 100

2 to 4 2 to 4 4

80 80 80 80

2 to 4 2 to 4 2 to 4 4

60 60

2 2

70 70

2 to 4 2

Walker Mill Road to Central Avenue John Hanson Highway to Beltway Hampton Park Boulevard to Truck Way

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(Cont’d) Table 8-11: Recommended Highway Improvements at Buildout Road ID I-402

Facility Name

I-403

Morgan Boulevard/ MD 214 Access Road Cabin Branch Drive

I-404

Hubbard Road

I-405

Jefferson Avenue

I-412

Brightseat Business Park Road Hampton Boulevard Kaverton Road Ritchie Road Spur

I-413 I-414 I-415

Route ID

Right of way (feet) Morgan Boulevard to Central Avenue 70

Project Limits

Sheriff Road to John Hanson Highway Pennsy Drive to Martin Luther King, Jr. Highway Pennsy Drive to ArdwickArdmore Road Redskins Road to Brightseat Road D’Arcy Road to Central Avenue D’Arcy Road to Marlboro Pike Ritchie Road to Hampton Park Boulevard

◊ Specific recommendations include the installation of new signage on Sheriff Road to direct trucks to industrial parks and industrial areas south of Columbia Park Road.

■■ Promote the implementation of measures that will increase pedestrian safety and convenience by identifying and analyzing high pedestrian collision locations.

◊ Specific recommendations include additional geometric improvements at the intersection of Pennsylvania Avenue at Silver Hill Road, and provision of pedestrian amenities at the intersections of Marlboro Pike at Kipling Parkway, Marlboro Pike at Walter Lane, Suitland Road at Silver Hill Road, Pennsylvania Avenue at Donnell Drive, Silver Hill Road at Brooks Drive, Branch Avenue at Suitland Parkway, and Suitland Road at Shadyside Avenue.

■■ Improve the quality of the pedestrian environment by recommending specific physical improvements such as traffic calming, pedestrian-scale street

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Lanes 2

2 to 4

70 70 70

2 to 4 2 to 4 2 to 4

Source: M-NCPPC.

lighting, pedestrian and biker signal improvements, and street crossing improvements.

Policy 3

Maintain the design capacity and traffic flow efficiency of planned roadways.

Strategies

■■ Control access consistent with the function of the roadway through subdivision, site plan, and permit review. ■■ Obtain adequate rights-of-way through direct dedication where possible, or through other strategies of corridor preservation.

■■ Discourage traffic-intensive development at locations that require direct driveway access adjacent to major intersections and/or interchanges.

Policy 4

Facilitate the safe and orderly movement of traffic. Although it is essential that through traffic be accommodated on certain facilities, it is essential that transportation systems on a local level are provided that allow trips between land uses within

Strategies

■■ Minimize where possible the amount of through traffic and truck traffic along residential streets and established neighborhoods through the implementation of appropriate trafficcalming measures. ■■ Encourage street connections between adjacent subdivisions. Such connections are needed for the efficient delivery of public services and are desirable in giving residents, in otherwise isolated neighborhoods, safe access to major roads by consolidating access at signal-controlled intersections or less busy streets. When they are needed to slow vehicle speeds or discourage use of a street by traffic from outside the immediate area, traffic-calming strategies should be considered during implementation of any such street connection.

Policy 5

Ensure the transportation facilities are adequate prior to approval of any new development within established neighborhoods and in the designated centers in accordance with the procedures provided in the County Code.

Strategies Established Neighborhoods

■■ Include in street, road, and highway project planning the consideration of implementing high-occupancy vehicle lanes, bus pull-off bays, sidewalks, signage, and other enhancements where appropriate, along routes that provide access to rail transit stations, that serve current or future bus or bus rapid transit service, and that serve multifamily, compact, or infill development, with emphasis on General Plan corridors.

■■ Increase the connectivity of bikeways established within street, road, or highway rights-of-way, especially in the vicinity of current or future transit stations and bus services and in areas of multifamily, compact, or infill development, with emphasis on General Plan corridors as well as off-road trails and trail systems.

■■ Ensure consistency with environmental justice principles by implementing the complete streets policy widely and equitably, thereby benefiting low-income and minority populations, as well as the elderly and disabled.

TRANSPORTATION SYSTEMS

a community to be made on local streets without the use of collector or higher classification roadways.

■■ Implement transportation demand management (TDM) practices that reduce trips (through park-and-ride lots and other strategies) and trip length, manage routes and peak-period travel, and generally focus on changing travel behavior.

■■ Improve network connectivity and system integrity by eliminating gaps that impede transit service and improving safety for all users using engineering, education, and enforcement to reduce traffic accidents. ◊ Revise the Planning Board’s “Guidelines for the Analysis of the Traffic Impact of Development Proposals” to include all links with 20 percent or more of site-generated traffic in a traffic impact study area.

◊ To support construction of off-site transportation improvements by developer applicants, consider legislation to reference the third-party right-of-way acquisition language in Section 23-142(f ) of the Road Ordinance within Section 24-124 of the Subdivision Ordinance. ◊ All streets where bus service is anticipated should be constructed to at least a primary residential street (60-foot right-of-way) standard and publicly maintained.

■■ Improve transportation system performance through transportation system management strategies, keeping commuter traffic on expressways and arterials and preventing encroachment of through traffic into residential neighborhoods. ◊ At signalized intersections, require a minimum of two lanes on each approach.

◊ In the design of internal residential subdivision streets, apply the traffic volume criteria from the DPW&T Neighborhood Traffic Management Program and the trip generation rates from the Planning Board’s “Guidelines for the Analysis of the Traffic Impact of Development Proposals” to determine: Approved Subregion 4 Master Plan and Sectional Map Amendment

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¶¶ Number of subdivision access points ¶¶ Street typical sections

¶¶ Maximum length of culs-de-sac

◊ Dead-end “stub” streets connecting to adjacent vacant parcels should be designed to primary residential street (60-foot right-of-way) standards.

■■ Emphasize linking the population and economic growth rates with the availability of transportation funds to support it. Ensure that land development projects are approved on the condition that developer contributions sufficiently provide for the construction or expansion of the transportation infrastructure needed to maintain an acceptable LOS and transit mode share. ◊ Construct road improvements on an incremental basis as the demand for capacity increases and as funding becomes available. ◊ Consider requiring that subdivision plan approval be contingent upon adequate provisions for right-of-way needs to accommodate long-term transportation demand.

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◊ Amend the Subdivision Ordinance to require lots adjacent to roads of major collector or higher classification to front on interior streets or service roads.

■■ Maintain three travel lanes and a left turn lane on Central Avenue, in front of the residences along the 7300 block, onto Hill Road.

■■ Narrow the median in the Central Avenue right-ofway. The new street section should accommodate the third travel lane along Central Avenue eastbound, as well as its transition to a left-turn lane for northbound traffic to Hill Road. Land gained from this narrowing of the median would be used to create an 18 to 20-foot-wide twoway driveway as an extension of the existing Walker Mill Road, which currently is terminated with a cul-de-sac just west of its intersection with Shady Glen Road. A raised concrete curb could separate this roadway from Central Avenue. The existing access to Central Avenue from these homes would be eliminated and Walker Mill Road would serve as their primary access roadway. (See illustration below.)

■■ Implement essential street, road, and highway projects, through both traditional and innovative methods, using federal, state, and local financial resources, public/private partnerships, and developer funding when traffic impacts from development or redevelopment projects are assessed. ◊ Develop and continually evaluate funding strategies, such as impact and adequate public facilities fees, value pricing, and other staging strategies, to be considered by policy makers as policy options for implementing the Subregion 4 Master Plan.

◊ Consider channeling parking revenues to transportation improvements and pricing parking spaces in a way that limits free parking, reflects the true cost of parking, and prices on-street parking to make it more costly than or at least as expensive as parking in lots and garages. ◊ Seek opportunities with developers and federal, state, and county stakeholders to engage in public/private partnerships that provide benefits for all parties, including the traveling public.

◊ As part of the development process, consider rewarding proposed developments that enhance multimodal travel and impose fees for proposed developments that reinforce reliance on the automobile, based on information added to the traffic impact analysis that tests the proposed development’s ability to minimize vehicle trips and vehicle miles traveled. ◊ Consider future pricing strategies that redistribute traffic volumes to non-peak hours, manage through trips, free up capacity for goods movement, and provide income streams for transit and other congestion-

reducing enhancements to the transportation system.

TRANSPORTATION SYSTEMS

■■ Consider adding to the Planning Board’s “Guidelines for the Analysis of the Traffic Impact of Development Proposals” a test of the proposed development’s propensity to minimize (or generate) vehicle trips and vehicle miles of travel based on its ability to accommodate all modes of travel and its proximity to or distance from General Plan centers and priority funding areas.

■■ Implement street, road, and highway projects mainly through the National Environmental Protection Act (NEPA) process and in coordination with the Countywide Green Infrastructure Plan, in a manner that protects the natural environment, minimizes dislocation and disruption, and is consistent with the county’s environmental stewardship goals. Implement the transportation network in an environmentally sensitive manner by: ◊ Minimizing the crossings of streams and wetlands, where possible, by careful planning or road locations. ◊ Maximizing use of existing stream crossings. ◊ Coordinating the road network between parcels to limit the need for stream crossings and other environmental impacts. ◊ Crossing streams (where unavoidable) at right angles except where prevented by geologic features.

◊ Constructing stream crossings using clear span bridges or, where bridges cannot be used for design reasons, bottomless culverts or other low-impact crossing structures that have a width that matches or exceeds the natural width of the stream and that minimize the impact to stream habitats, fish, and other stream organisms.

◊ Using drainage structures, such as water turnouts or broad-based dips, on both sides of a crossing as needed to prevent road and ditch runoff from directly entering the stream. ◊ Retrofitting stream crossings (where necessary) in a manner that removes fish blockages.

■■ Improve safe vehicular access to and from existing residential properties while maintaining efficient traffic flow along adjacent rights-of way.

Growth Centers

■■ Explore and promote strategies that would improve the traffic operation within the center, such as the establishment of a Transportation

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241

Demand Management District in accordance with Subtitle 20A of the County Code, or the designation of a Transportation Priority Growth District (TPGD), in accordance with the recommendations of the MPOT.

■■ Propose TPGDs as a means of managing the adverse impact of traffic congestion that may be caused by infill development or redevelopment that is otherwise desirable because it helps achieve the core goals of the 2002 General Plan. These goals include concentrating development in the Developed and Developing Tiers, particularly in these tiers’ centers and corridors; and attracting quality TOD to Metro and commuter rail stations, and other transit service nodes in Prince George’s County.

Fixed Guideway Transit The fixed guideway transit network recommendations of the 2009 MPOT that pertain to Subregion 4 are intended to help the county achieve the specific development patterns envisioned by the General Plan for this part of the Developed Tier. The plan recommends that transit serve a defining role in attaining county growth and development priorities for the Developed Tier in general and for General Plan centers and corridors in Subregion 4. Since the 1982 MPOT and 2002 General Plan were approved, a number of important transit system improvements have occurred that affect the fixed guideway transit options for this subregion:

■■ Allow site-specific exceptions to the APF requirements in very clearly defined areas of the county, as recognized by the MPOT. TPGDs are intended to provide for innovative and flexible transportation and traffic management to attract—not to discourage—the development envisioned to implement the General Plan and in the Subregion 4 Master Plan.

■■ The Metrorail system has been completed and a variety of future extensions are under active consideration, including a possible Metrorail Green Line extension from Greenbelt to Fort Meade or Baltimore–Washington International Thurgood Marshall Airport.

■■ Explore the opportunity to ensure alternative and innovative financing mechanisms to construct the needed improvements.

■■ The Woodrow Wilson Bridge replacement project has now been completed, and the new bridge includes provisions for fixed guideway rail transit service from Northern Virginia to Prince George’s County, which the county has designated as a priority in the joint signature letter to the District of Columbia and the States of Maryland and Virginia.

■■ Explore the need for additional projects in the CIP or CTP that would address any reported inadequacies.

Policy 6

Integrate transit with streets and roadways to ensure that new land uses and redevelopment in this plan will increase transit usage and ridership sufficiently to justify the eventual expansion of major transit services into this portion of the county.

Strategy

■■ Utilize a grid pattern of public and private streets to efficiently connect land uses to transit services within the planned centers and in new developments in the subregion. Review development within these areas to ensure that efficient connections to transit services are incorporated or maintained.

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Part III: Infrastructure Elements Transportation Systems

■■ The first Metrorail expansion, the Blue Line extension from Addison Road-Seat Pleasant Metro Station in Subregion 4 to Largo Town Center opened to the public in Prince George’s County in 2004.

■■ MDOT has designated the Purple Line—from Bethesda to an interim terminal at New Carrollton— as a priority transit project and requested federal financial assistance for construction of the initial 16.4-mile segment in fall 2009.

■■ DPW&T has completed a draft update of the Five-Year Transit Service and Operations Plan (TSOP) for Metrobus and TheBus service and service expansions in the county. (See “Bus Transit,” below.) The TSOP thus serves as the short- to medium-term, bus service and operations planning and complement to the long term,

The county transportation network consists of rail and bus transit services and facilities that interact differently in different parts of the county. Further, county transit resources, and consequently the rail and bus mobility options that are available to county residents and workers, are not evenly distributed throughout the county transportation system. The Developed Tier has all but one of the county’s 15 Metro stations, four MARC stations, and most of the regional (Metrobus) and county-operated (TheBus) bus service. Of these, seven Metro stations, the New Carrollton MARC commuter rail station, and the majority of bus lines are located in Subregion 4. Transit is envisioned as a linchpin of smart growth, particularly TOD in Developed Tier communities such as Subregion 4. Smart growth is a long-term policy to which Prince George’s County and the State of Maryland are committed. Unless development is sited at sufficient densities to capitalize on all of the county’s transportation system assets, particularly the transit infrastructure, the preferred development pattern may never be achieved or may remain fiscally unattainable. Smart growth and TOD both require a strategic transportation policy that integrates transit facilities and systems with accompanying land use policies that are appropriate to each tier and each center, particularly for metropolitan and regional centers. However, there is a parallel need to ensure the operational integrity of transit as a part of the countywide transportation network. It is, therefore, important to: ■■ Assess the capacity of the transit system segments to accommodate the development that is desired at each center.

■■ Ensure that the county’s near- and mediumterm transit system planning in the TSOP developed by DPW&T is coordinated with the longer term, strategic transit recommendations in MPOT.

■■ Account for the impacts of development policies (especially land use densities and mixes) on the entire transit system.

Additional development in the Developed Tier will require significant investment in transit and pedestrian connectivity facilities, such as sidewalks and streetscape amenities, to complement existing and planned infrastructure. Future land use plans may, therefore, have to be reviewed or modified to ensure the optimum combination of land uses, mixes, and densities on the one hand, and appropriate and adequate transportation infrastructure on the other.

TRANSPORTATION SYSTEMS

strategic fixed guideway transit recommendations contained in MPOT.

Even though the subregion is currently being served by Metrorail, and MPOT recommends extension of the planned Purple Line (light rail transit), there is a need for transit service as a means of relieving future traffic congestion within Subregion 4. Although much of the focus in the county at this time is on the Purple Line from Bethesda to New Carrollton, a new rapid bus line is needed to achieve the planned growth and required accessibility by transit in the subregion. A rapid bus line could serve as an essential catalyst for the high-quality, TOD that is desired within the planned centers.

Bus Transit Metrobus

The Washington metropolitan area is requesting federal funding that would support the development of priority bus corridors to service the region. A priority bus corridor is currently recommended for travel from Addison Road-Seat Pleasant Metro Station to the Southern Avenue Metro Station. The proposed route would support development envisioned for the Walker Mill area. In addition to Metrorail, WMATA also operates bus routes that link to Metrorail stations. Subregion 4 is served by 19 Metrobus routes; however, several routes are designed as pairs where two routes follow the exact route except for minor variations. Counting these pairs (and one triple) as one route, Subregion 4 is served by ten distinct routes.

TheBus

TheBus is the transit service operated by Prince George’s County. Subregion 4 is served by nine TheBus routes. Table 8-3 on page 220 lists the routes and provides a list of major points served by each route. TheBus service operates only on weekdays and does not currently provide service on weekends or major holidays. On most routes that serve Subregion 4, service runs from approximately Approved Subregion 4 Master Plan and Sectional Map Amendment

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Table 8-12: Subregion 4 Master Plan Metro Bus Recommendations Route(s)

Name

A11-A12 Martin Luther King, Jr. Highway Line C21Central Avenue C22-C29 Line D13-D14 Oxon Hill– Suitland Line

F12 F14

V12 V14-V15

Service Area* Prince George’s Hospital, Landover Metro Station, Former Landover Mall, Martin Luther King, Jr. Highway and Columbia Park Rd, Addison Rd–Seat Pleasant Metro Station Collington Center, Bowie Health Center, Pointer Ridge, Six Flags America, Addison Rd-Seat Pleasant Metro Station Suitland Station, Andrews Air Force Base, Marlow Heights Shopping Center, Southern Avenue Metro Station

Ardwick Industrial Park Shuttle Line Sheriff Road– Capitol Heights Line

Cheverly Metro Station, Kent Village Drive, Landover Metro Station, Ardwick–Ardmore Road, New Carrollton Metro Station Addison Road–Seat Pleasant Metro Station, Capitol Heights Metro Station, Addison Road, Sheriff Road, Martin Luther King, Jr. Highway, New Carrollton Metro Station

District Heights– Suitland Line

Pennsylvania Avenue, Brooks Drive, Shadyside Avenue, Addison Road-Seat Pleasant Metro Station, Suitland Metro Station

District Heights–Seat Pleasant Line

TSOP Recommendations Retain existing service as currently operated Retain existing service as currently operated Reroute: Southern Avenue Metrorail station to Suitland Metrorail station via Oxon Hill to Oxon Hill Park-and-Ride Retain existing service as currently operated • Extend span of service by 4 hours, Saturday a.m. • Extend span of service by approx. 92 minutes, Saturday p.m. Retain existing service as currently operated

Penn Mar Shopping Center, Atwood Street, • Extend span of service by Rollins Avenue, Addison Road–Seat Pleasant 60 minutes in a.m., Saturday. Metro Station, Seat Pleasant Drive, Hill Road • Extend span of service by 90 minutes in a.m., Sunday J11Marlboro Pike Marlboro Pike, Larchmont Avenue, Central Retain existing service as J12-J13 Line Avenue, Forestville Road, Addison Road–Seat currently operated Pleasant Metro Station P12 Eastover– Central Avenue, Walker Mill Road, Shady Extend to National Addison Road Glen Drive, Silver Hill Road, Addison Road– Harbor and Oxon Hill Line Seat Pleasant Metro Station K11Forestville Line Silver Hill Road, Pennsylvania Avenue, Retain existing service as K12-K13 Regency Parkway, Walters Lane, Andrews AFB currently operated * Not all points listed under service area are served by all buses operating on a given route or line. On weekdays, current (as opposed to proposed) Metrobus service hours vary considerably depending on route. Some routes, such as A11-A12, start service around 5:00 a.m. and end after midnight, similar to the service span of Metrorail. On Saturdays, most service starts up to an hour later than on weekdays and ends an hour earlier, while service on Sundays may start a further hour later and end an additional hour sooner. Time between buses (the headway) averages 20 minutes during peak hours and 30 minutes during off-peak hours. On less frequent service, time between buses averages 30 minutes during peak hours and one hour in off-peak hours.

Source: M-NCPPC.

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Route 18

20 21 22 23 24

Service Area*

TSOP Recommendations

Addison Rd–Seat Pleasant Metro Station, Walker Mill Rd, Addison Road, Donnell Dr.

Retain existing service as currently operated

Martin Luther King, Jr. Hwy, Addison Road, Addison Rd-Seat Pleasant Metro Station

New Carrollton Metro Station, Ardwick– Ardmore Road, Brightseat Road, Landover Road, Prince George’s Community College

• Increase service frequency • Extend service to Saturdays

• Extend span of service by 30 minutes • Extend service to Saturdays

Ardwick–Ardmore Road, Morgan Boulevard Metro Retain existing service as currently operated Station, Former Landover Mall, Prince George’s Sports and Learning Complex, Sheriff Road Cheverly Metro Station, Cabin Branch Drive, Extend span of service by 30 minutes Sheriff Road, Cedar Heights Drive, Central Avenue, Hill Road, Martin Luther King, Jr. Highway Capitol Heights Metro Station, East Capitol Street, Rollins Avenue, Walker Mill Road, Marlboro Pike, Pennsylvania Avenue

Capitol Heights Metro Station, Southern Avenue, Capitol Heights Blvd, Central Avenue, East Capitol Street

Landover Metro Station, Landover Road, Pennsy Drive, 75th Avenue, Dodge Park Road

TRANSPORTATION SYSTEMS

Table 8-13: Subregion 4 Master Plan TheBus Recommendations

Suitland Road, Silver Hill Road, White Hall Apartments, Capital Crossing Apartments

• Route expansion: Morgan Boulevard Metrorail station to Capitol Heights Metrorail station via new Steeplechase development project. • Extend service to Saturdays • Extend span of service by 30 minutes • Extend span of service by 90 minutes in the evening (westbound). • Extend span of service by 60 minutes (eastbound).

Retain existing service as currently operated Extend span of service by 20 minutes

New • New service to central county from Morgan Boulevard Metrorail station via Ritchie Service* Marlboro Road • New service to Branch Avenue Metrorail station from: currently unserved areas south of Woodyard Road; currently unserved areas in South Clinton; currently unserved areas in Camp Spring • New service to employment centers and residential areas in New Carrollton and Largo via Springdale and Washington Business Park. • New Service to south and central county employment centers from Largo Town Center via Branch Avenue Metrorail station. • New Service to south and central county employment centers from Suitland Metrorail station via Westphalia Town Center. • New Service to employment, residential and other generators in Upper Marlboro from Largo Town Center via Central Avenue, Beechtree and Oak Creek.

* All new bus service recommendations shown are TheBus routes.

Source: M-NCPPC. Approved Subregion 4 Master Plan and Sectional Map Amendment

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Map 8-6: Existing and Recommended Fixed Guideway Transit

b Æ b Æ Ard wic k-

b Æ

La nd ov er Rd

TR IS T

M B

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e Av

Sil ve rH ill

458

way d Park Suitlan

b Æ Part III: Infrastructure Elements Transportation Systems

b Æ 214

LIN

Shady G le n

Rd.

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Dr bles Bishop Pee

Walker Mill Rd

d ie R h c t Ri

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E BLU

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T BR

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Larc hm ont Ave

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246

Hil lR d

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1/8 0 M 1/4 I. MI. 1 /2 MI. 3/4 MI. 1M ILE

M ar tin

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Sheriff Rd

NORTH

Su itla nd

Jr Hw y

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Ki ng

Lu th er

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Reds kins Rd

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704 202

Ard mo re R d

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95 495

Transit Service Enhancements Recommended by the DPW&T Transit Service Operations Plan

The existing transit service within the subregion needs to be complemented by the proposed Metrobus and TheBus service and service expansion or modifications recommended by the TSOP. DPW&T is responsible for developing, updating, and implementing the county’s bus service plan, the Five-Year TSOP. The bus service and operations planning and policies that are reflected in each TSOP are incorporated by reference in the MPOT. Although the current draft TSOP proposes a significant expansion of TheBus service, including extension of some service to weekends, the preliminary TSOP recommendations noted in Table 8-12 on page 244 may therefore change. The recommended bus service modifications for Subregion 4 are listed in Tables 8-12 and 8-13. Implementation of these transit service changes will help in achieving a greater share of transit trips and reduce dependency upon the private automobile, especially in the established neighborhoods and centers where most of the growth is planned.

Other Transit

Additional transit options in Subregion 4 include the MARC Penn Line, which serves New Carrollton Station and provides morning and evening peak hour service between Baltimore and Union Station in the District of Columbia. One MTA Commuter Bus route —Route 921—provides a connection from New Carrollton Metro Station to Annapolis. Several additional MTA routes that pass through the study area do not currently stop in Prince George’s County.

Policy 1

Encourage a mass transit system of bus and rail service, including public parking facilities, that provides efficient and user-friendly service to supplement and, within centers and along corridors, supplant the private automobile.

Policy 2

TRANSPORTATION SYSTEMS

6:00 a.m. to 7:00 p.m. Service on some routes extends slightly beyond these hours. Time between buses (headway) averages from 30 to 40 minutes during most of the span of service. However, during mid-day, the time between buses on some routes can average up to an hour.

Capitalize fully on the economic development and community revitalization potential of circumferential transit (Purple Line) alignments within and through Prince George’s County, as well as a new rapid bus service extending from Landover Gateway to the Suitland Metro Station (see Map 8-6 on page 246).

Strategies

■■ Incorporate the MDOT selected alignment for the Purple Line initial segment—from Bethesda to the interim terminal at New Carrollton—as a Prince George’s County transportation submission for the metropolitan region’s constrained longrange plan.

■■ Extend the Purple Line as light rail transit to National Harbor and conduct detailed TOD assessments of all proposed stations on the Purple Line extension.

◊ Conduct a feasibility study of Purple Line extensions options that serve: ¶¶ Largo Town Center Metro.

¶¶ Prince George’s Community College. ¶¶ Westphalia Town Center.

¶¶ Joint Base Andrews (possible future station).

¶¶ Suitland Metro and Federal Center or Branch Avenue Metro. ¶¶ Oxon Hill Regional Center. ¶¶ National Harbor.

¶¶ Transit operations and TOD potential of other sites along the recommended extension.

◊ Coordinate an alternate alignments study for the Purple Line, particularly those that serve and encourage TOD in the Developed Tier, with MDOT, DPW&T, and WMATA.

■■ Ensure that all Purple Line stations that also serve Metrorail and MARC stations are fully integrated with those lines and systems.

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■■ Ensure that master and sector planning efforts for areas of the county that are served by Purple Line stations fully reflect the need to: ◊ Capitalize on this expanded public sector investment in the county rail transit system.

◊ Use the Purple Line to achieve county growth, development, and TOD goals and priorities, particularly in the Developed Tier and at General Plan centers.

■■ Extend a new rapid bus service from Landover Gateway south to the Suitland Metro Station with stops at FedEx Field, the Morgan Boulevard Metro Station throughout the Central Avenue Corridor, the Addison Road-Seat Pleasant Metro Station, and along Walker Mill and Silver Hill Roads.

Policy 3

Develop a comprehensive rail transit network for Prince George’s County that fully exploits the service, development, and growth potential of all existing (Metrorail and MARC) and any future (Purple Line) stations in Subregion 4.

Strategies ■■ Coordinate new and revised bus service transit recommendations for Subregion 4 with DPW&T, WMATA, and the Maryland Transit Administration of MDOT. Conduct a comprehensive evaluation of proposed and recommended bus service improvements, including: ◊ Service area characteristics.

◊ Current service area demand. ◊ Future demand.

■■ Develop potential transit and transfer centers in the subregion. ■■ Coordinate overall subregion and bus transit system connectivity with existing and proposed Metrobus and TheBus service as recommended in each current Five-Year TSOP.

■■ Conduct a comprehensive evaluation of the need for, and innovative ways to finance, the recommended shuttle bus service, including at a minimum: ◊ Woodmore Town Center

Strategies

◊ FedEx Field

■■ Undertake systems and facilities engineering and corresponding TOD planning for fixed guideway transit extensions:

◊ Morgan Boulevard Metro Center

◊ From New Carrollton Metro Station via US 50 to Bowie Town Center. ◊ From Branch Avenue Metro Station via MD 5 to Waldorf.

■■ Encourage a mass transit system of bus and rail service, including public parking facilities, that provides efficient and user-friendly service to supplement and, within centers and along corridors, supplant the private automobile.

Policy 4

Develop a comprehensive transit network for Prince George’s County that fully exploits the service, development, and growth potential of all existing and future bus service corridors in Subregion 4.

◊ Landover Gateway

◊ Largo Town Center

Pedestrians, Bicycles, and Trails Improved multimodal access and TOD were identified as objectives of the 2002 General Plan. A comprehensive network of trails, sidewalks, and bikeways can provide alternatives to the automobile. Planning for a comprehensive network of trails, sidewalks, and bikeways can help to ensure that neighborhoods are walkable and that school children have safe routes on which to walk to school. This is particularly important in urban areas where it becomes more practical for some trips to be made by walking or bicycling due to a higher density and diversity of land uses. Similarly, trail connections to Metro stations can reduce the need for parking by enabling nearby residents to walk to their nearest station, as opposed to having to always drive to the station’s parking garage or lot. Currently, the sidewalk network in Subregion 4 is fragmented or missing in many areas. (See Map 8-7.)

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Map 8-7: Existing Trail Network

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Map 8-8: Proposed Trail Network

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Part III: Infrastructure Elements Transportation Systems

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■■ Pedestrian safety improvements needed in the vicinity of the Addison Road-Seat Pleasant Metro Station. ■■ Lack of bicycle and pedestrian amenities. ■■ Incomplete sidewalk network.

■■ Need for sidewalks and pedestrian safety features along Central Avenue.

■■ Lack of pedestrian connections between Metro stations and adjacent neighborhoods. ■■ No off-road trail options to Metro stations.

■■ Lack of pedestrian crosswalks at key locations. ■■ Lack of pedestrian access to parks.

■■ Lack of safe routes to schools for children.

■■ Pedestrian safety improvements needed at MD 202 and Brightseat Road. ■■ Provision of recreation trails in conformance with previously approved master plans.

■■ Need to improve pedestrian and bicycle access to Metro stations.

■■ Need to retrofit sidewalk construction along roads to Metro stations, schools, parks, and other activity centers.

Trails and sidewalks can be implemented through a variety of methods. Trails and road frontage improvements can be completed through the development process. Stream valley dedication and trail construction can be required as part of new residential development. In addition, road frontage improvements, such as sidepaths or sidewalks, can be required as individual properties are developed.

TRANSPORTATION SYSTEMS

Additional connections are necessary to ensure that children have safe routes when walking to school and neighborhoods are safe and accessible for pedestrians. Accommodations for pedestrians must be evaluated comprehensively for Subregion 4. Appropriate park trail corridors need to be identified, sidewalk retrofit opportunities should be explored, and accommodations for bicycles and pedestrians need to be provided as road improvements are made. To achieve these goals, this subregion plan will recommend appropriate park trail corridors for both recreation and transportation, sidewalk retrofit projects in order to provide safe access to schools and mass transit, and neighborhood trail connections to join communities with recreation, jobs, and neighboring areas. This proposed network of trails, sidewalks, and bikeways will make it more feasible for area residents to make some trips by walking and bicycling. Issues that have been identified by the community through adopted and approved master plans and other recent planning efforts in the area include:

Trails, sidewalks, and bikeways can also be completed through the capital improvement program (CIP). The CIP can include trail construction projects, as well as road construction projects that include accommodations for bicycles and pedestrians. Similarly, there are limited funds at both the state and county level for retrofit sidewalk construction. It is important for communities to identify the priority needs for sidewalk connections to schools and Metro stations for the use of these limited funds. Federal funds can also be acquired for trail construction through the transportation enhancement program and recreational trails program. Trails and pedestrian facilities that have been implemented in Subregion 4 in recent years include: ■■ Wide sidewalks along Morgan Boulevard from Central Avenue (MD 214) to FedEx Field.

■■ Sidepath along Redskins Road from Brightseat Road to FedEx Field. ■■ Sidepath and wide sidewalk construction along Arena Drive from I-95/495 to FedEx Field.

■■ Neighborhood trail network in the Summerfield development. ■■ Wide sidewalk connection from Summerfield at Morgan Station to the Morgan Boulevard Metro (approved for construction through approved Preliminary Plan 4-03124, Condition 8c). ■■ Wide sidewalk along the south side of RitchieMarlboro Road at the I-495 interchange. ■■ Wide sidewalk and streetscape improvements along Sheriff Road from Redskins Road to MD 704.

■■ Sidewalk construction along Silver Hill Road in the vicinity of the Suitland Metro Station; and trail construction within Walker Mill Regional Park.

Approved Subregion 4 Master Plan and Sectional Map Amendment

251

Policy 1 Incorporate appropriate pedestrian-oriented and TOD features in the centers.

Strategies

■■ Provide continuous sidewalks and designated bike lanes along roadways.

■■ Work with the development community to create a comprehensive sidewalk and trail network within the planned centers and along major corridors. Include pedestrian amenities and safety features to ensure that Subregion 4 is a walkable, pedestrian-friendly environment. Supplement the sidewalk network by utilizing stream valleys and other greenway corridors as trails and pedestrian walkways.

Policy 2

Provide sidewalks and neighborhood trail connections within existing communities to improve pedestrian safety, allow for safe routes to Metro stations and schools, and provide for increased nonmotorized connectivity between neighborhoods. (See Map 8-8 on page 250.)

Policy 3

Develop bicycle-friendly roadways in conformance with the latest standards and guidelines, including the 1999 AASHTO Guide for the Development of Bicycle Facilities. A detailed listing of pedestrian, bicycle, and trails recommendations can be found in Chapter 5, Living Areas and Industrial Centers.

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Part III: Infrastructure Elements Transportation Systems

Chapter

Public Facilities

4 M A S T E R

Introduction Public facilities are provided in locations that serve and promote a more livable community. Schools are not overcrowded and are convenient to foster learning. Police, fire, and rescue services are located where response time is minimal, and library services are located in proximity to users. There is a variety of high quality, safe, and convenient recreational facilities to service all residents. Recreational opportunities contribute to community desirability and are critical to creating a preferred and livable community.

P L A N

Schools In Subregion 4, there are a total of 39 public schools: 30 elementary schools, 5 middle schools, and 4 high schools (See Table 9-1 on page 255). Subregion 4 is also home to an early childhood center, alternative schools, a visual and performing arts center, and school administrative facilities, as well as at least 13 former school buildings still Approved Subregion 4 Master Plan and Sectional Map Amendment

253

PUBLIC FACILITIES

S U B R E G I O N

Map 9-1: Public Facilities

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Part III: Infrastructure Elements Public Facilities

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Table 9-1:Prince George’s County Public School Facilities in Subregion 4

Name

Address

City

Acreage

44,315 79,457 44,764 52,366 57,372 43,984 83,482 54,415 50,499 46,508 86,814 52,061 61,555 56,505 59,997 49,779 84,660 43,997 52,565 57,857 57,949 46,152 74,520 97,243 42,888 76,333 61,175 56,175 54,868 100,000

10 5 10 9.2 8 9.4 32.5 8.4 10 10.6 12.4 12.6 10.4 10 10 4 15.5 9 11.7 10.1 14.2 13.5 8.1 51 4.4 7 10 12.2 10.9 53

151,613 142,413 115,868 128,381 129,348

15.4 18.4 32.5 24.5 37.8

Approved Subregion 4 Master Plan and Sectional Map Amendment

PUBLIC FACILITIES

Elementary Schools Berkshire 6201 Surrey Square Lane District Heights Bradbury Heights 1401 Glacier Avenue Capitol Heights Capitol Heights 601 Suffolk Avenue Capitol Heights Carmody Hills 401 Jadeleaf Avenue Capitol Heights Columbia Park 1901 Kent Village Drive Landover Concord 2004 Concord Lane District Heights Cora L. Rice 950 Nalley Road Landover District Heights 2200 County Road District Heights Dodge Park 3401 Hubbard Road Landover Doswell E. Brooks 1301 Brooke Road Capitol Heights Francis Scott Key 2301 Scott Key Drive District Heights Glenarden Woods 7801 Glenarden Parkway Glenarden Highland Park 6501 Lowland Drive Landover John Carroll 1400 Nalley Terrace Landover John Eager Howard 4400 Shell Street Capitol Heights John H. Bayne 7010 Walker Mill Road Capitol Heights Judge Sylvania W. Woods, Sr. 3900 Church Street Glenarden Kenmoor 3200 82nd Avenue Landover Longfields 3300 Newkirk Avenue Forestville Matthew Henson 7910 Scott Road Landover North Forestville 2311 Ritchie Road Forestville Oakcrest 929 Hill Road Landover Robert R. Gray 4949 Addison Road District Heights Samuel P. Massie 3301 Regency Parkway Forestville Seat Pleasant 6411 G Street Capitol Heights Suitland 4650 Homer Avenue Suitland Thomas Claggett 2001 Addison Road District Heights William Beanes 5108 Dianna Drive Suitland William Paca 7801 Sheriff Road Landover William W. Hall 5200 Marlboro Pike Capitol Heights Middle Schools Andrew Jackson 3500 Regency Parkway District Heights Drew Freeman 2600 Brooks Drive Suitland G. James Gholson 900 Nalley Road Landover Kenmoor 2500 Kenmoor Drive Landover Walker Mill Middle 800 Karen Boulevard Capitol Heights

Building Size (Sq. Feet)

255

(Cont’d) Table 9-1:Prince George’s County Public School Facilities in Subregion 4

Name Central Fairmont Heights Forestville Military Academy Suitland

Address

City

High Schools 200 Cabin Branch Road Capitol Heights 1401 Nye Street Capitol Heights 7001 Beltz Drive Forestville

Building Size (Sq. Feet)

Acreage

168,366 174,128 193,222

60.5 15.1 28.6

5200 Silver Hill Road District Heights 344,875 24.5 Other School Facilities Bonnie F. Johns Educational 8437 Landover Road Landover Media Center Edgar Allan Poe Alternative 2001 Shadyside Avenue Suitland Elementary School H. Winship Wheatley Early 8801 Ritchie Road Capitol Heights Childhood Center Instructional Services 9201 East Hampton Capitol Heights Support Center (ISSC) Drive Jefferson Building 7600 Jefferson Avenue Landover Lyndon Hill Elementary 6181 Central Avenue Capitol Heights School Thomas G. Pullen Visual 700 Brightseat Road Landover and Performing Arts Center Source: Prince George’s County Public Schools(PGCPS), Educational Facilities Master Plan 2007-2008.

maintained by the Prince George’s County Public Schools (PGCPS) and used for other purposes. One of those former school facilities is the Bonnie F. Johns Educational Media Center, located at 8437 Landover Road. The Department of School Improvement and Accountability is headquartered in the subregion at the Jefferson Building in Landover. The Instructional Support and Services Center is located at 9201 East Hampton Drive in Capitol Heights. Of the 39 comprehensive schools in Subregion 4, only two exceed the state-rated capacities: Glenarden Woods Elementary School at 110 percent of capacity and Central High School at 105 percent of capacity. Moreover, three schools within the subregion are

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Part III: Infrastructure Elements Public Facilities

below 50 percent capacity: Bradbury Heights Elementary at 49 percent, John Carroll Elementary School at 42 percent, and Thomas Claggett Elementary School at 38 percent (see Table 9-2 on page 257). During the 2008-2009 school year, enrollment in the region’s elementary schools was at 70 percent of capacity; middle schools were at 73 percent of capacity; and high schools at 96 percent of capacity. Expressed in terms of available seats, the schools in Subregion 4 had 4,947 available seats in elementary schools, 1,218 in middle schools, and 241 in high schools. Population projections show an increase by 2017, which is not consistent with current enrollment

Table 9-2: Subregion 4 School Enrollment and Capacity 2008-2009 Name

2008-09 Enrollment 275

Capitol Heights

242

Bradbury Heights Carmody Hills

Columbia Park Concord

Cora L. Rice

District Heights Dodge Park

Doswell E. Brooks Francis Scott Key

Glenarden Woods Highland Park John Carroll

John Eager Howard John H. Bayne

Judge Sylvania W. Woods, Sr. Kenmoor

Longfields

Matthew Henson North Forestville Oakcrest

319 309 311 352 478 496 365 356

503 506 357

189 258 497

586 311 359

311 274

William Paca

William W. Hall

Subregion 4 Elementary School Total

316

656 550 525 456 709 502 567 434

749

561 183 477 359 535

11,422

337

241

104

59 67 99

214 231 6

202

246

460

110

454

265

433

433 550

748 433 406

454 441

725

298

William Beanes

271

594

Seat Pleasant

Thomas Claggett

456

404

Suitland

546

357

Robert R. Gray

Samuel P. Massie

Elementary Schools

2008-09 Percent 2008 Of Capacity Available Seats

748 362

748 478 595 685 750

16,369

-46

175

162

122

143

167

344

131

187

118

38 52 71 70

PUBLIC FACILITIES

Berkshire

State-Rated Capacity

295 326 215 4,947

Approved Subregion 4 Master Plan and Sectional Map Amendment

257

(Cont’d)

Table 9-2: Subregion 4 School Enrollment and Capacity 2008-2009 Name

2008-09 Enrollment

Andrew Jackson

531

G. James Gholson

742

Drew Freeman Kenmoor

Walker Mill

285

990

248

795

Central

1,172

Forestville Military Academy

931

Subregion 4 High School Total

674 606

816 4,467

2,555 5,666

66 85 74

354 121 210

1,218

1,118

105

-54

1,015

High Schools

1,008

2008-09 Percent 2008 Of Capacity Available Seats

816

1,050

3,249

Suitland

Middle Schools

696

Subregion 4 Middle School Total

Fairmont Heights

State-Rated Capacity

1,139 2,635

5,907

131

241

Source: Prince George’s County Public Schools (PGCPS), Educational Facilities Master Plan 2007-2008.

projections. By 2017, the subregion is projected to gain 267 elementary school students, an estimated one-percent increase in enrollment from 2008-2009. However, during the same period, middle and high school enrollments are projected to decrease through 2017. Middle schools in Subregion 4 are projected to be at 52 percent capacity in 2017 with 935 fewer students and high schools are projected to be at 71 percent capacity in 2017 with 1,496 fewer high school students. (See Table 9-3 on page 259). Subregion 4 contains a substantial share of the county’s excess public school capacity. This excess capacity may present an opportunity to alleviate overcrowding in other areas near the subregion and accommodate residential growth. The Maryland Public School Construction Program evaluates systemic capacity when determining the suitability of proposed new schools for state funding, with a preference towards redrawing the boundaries

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Part III: Infrastructure Elements Public Facilities

of overcrowded or underutilized schools in place of new construction. In November 2007, PGCPS presented the Prince George’s County Board of Education (BOE) with a list of school facilities within the county that could accommodate pre-kindergarten through 8th grade (K–8) curriculum. The list included several schools in Subregion 4. On January 23, 2009, PGCPS presented BOE with a proposal to consolidate or reprogram several schools. BOE approved the first phase of this plan to relieve overcrowding in county schools, as well as expand enrichment and specialty programs on March 26, 2009. Through the approval of this plan, four schools within Subregion 4 were recommended for consolidation and three will be converted to kindergarten–8th grade curriculum at the beginning of the 2009-2010 school year.

Table 9-3: Projected School Enrollment and Capacity, 2017 Name

275 319 242 309 311 352 478 496 365 356 503 506 357 189 258 497

2017 2008-2017 Enrollment 2008* Projected Change In Capacity Available Enrollment Enrollment (SRC) Capacity Elementary Schools 279 4 546 271 303 -16 656 337 350 108 316 74 334 25 550 241 301 -10 525 214 226 -126 456 104 466 -12 709 231 469 -27 502 6 338 -27 567 202 437 81 434 78 560 57 749 246 372 -134 460 -46 270 -87 433 76 197 8 454 265 268 10 433 175 408 -89 550 53

2017* Available Capacity 267 353 -34 216 224 230 243 33 229 -3 189 88 163 257 165 142

586 311 359 311 274 357 404 594 298 561 183 477 359 535

634 401 317 399 254 468 426 682 326 580 291 441 336 556

48 90 -42 88 -20 111 22 88 28 19 108 -36 -23 21

748 433 406 454 441 456 748 725 362 748 478 595 685 750

162 122 47 143 167 99 344 131 64 187 295 118 326 215

114 32 89 55 187 -12 322 43 36 168 187 154 349 194

11,422

11,689

267

16,369

4,947

4,680

Approved Subregion 4 Master Plan and Sectional Map Amendment

PUBLIC FACILITIES

Berkshire Bradbury Heights Capitol Heights Carmody Hills Columbia Park Concord Cora L. Rice District Heights Dodge Park Doswell E. Brooks Francis Scott Key Glenarden Woods Highland Park John Carroll John Eager Howard John H. Bayne Judge Sylvania W. Woods, Sr. Kenmoor Longfields Matthew Henson North Forestville Oakcrest Robert R. Gray Samuel P. Massie Seat Pleasant Suitland Thomas Claggett William Beanes William Paca William W. Hall Subregion 4 Elementary School Total

2008-09 Enrollment

259

(Cont’d) Table 9-3: Projected School Enrollment and Capacity, 2017 Name Andrew Jackson Drew Freeman G. James Gholson Kenmoor Walker Mill Subregion 4 Middle School Total

2008-09 Enrollment 531 696 742 674 606

2017 2008-2017 Enrollment 2008* 2017* Projected Change In Capacity Available Available Enrollment Enrollment (SRC) Capacity Capacity Middle Schools 443 -88 816 285 373 485 -211 1,050 354 565 406 -336 990 248 584 556 -118 795 121 239 424 -182 816 210 392

3,249

2,314

-935

4,467

1,218

2,153

High Schools 1,160 -12 842 -166 555 -376

Central 1,172 1,118 -54 -42 Fairmont Heights 1,008 1,139 131 297 Forestville Military 931 1,015 84 460 Academy Suitland 2,555 1,613 -942 2,635 80 1,022 Subregion 4 5,666 4,170 -1,496 5,907 241 1,737 High School Total *2008 and 2017 available capacity is derived by subtracting 2008 SRC from 2008-09 actual and 2017 projected enrollments. Source: PGCPS, Educational Facilities Master Plan 2007-2008. Berkshire Elementary, John Carroll Elementary, John Edgar Howard Elementary, and Matthew Henson Elementary Schools were recommended for consolidation and their attendance areas are to be incorporated into one or more nearby schools with available capacity. As a result, the consolidated school facilities are to be emptied and these schools are to cease operation at the end of the 2008-2009 school year. Three elementary and middle schools within the subregion will be converted to K–8 grade curriculum. These schools are Andrew Jackson Middle School, Samuel Massie Elementary School, and William W. Hall Elementary School. They will open as K–8 grade curriculum schools at the beginning of the 2009-2010 school year.

School Facility Conditions

In May 2008, Parsons 3D/International, in association with three subcontractors, completed a

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Part III: Infrastructure Elements Public Facilities

facilities condition assessment of public schools within the county. It explored the physical conditions of each school, both internal and external. Parsons identified which schools required improvements based upon age and the cost of renovation versus the replacement of the facility. The study measured schools based upon a facilities condition index (FCI), which is a measurement of a facility’s condition represented by the ratio of the cost to correct a school facility’s deficiencies to the current replacement value of the facility. Schools with an FCI of 0-40 percent are considered to be in good condition. Schools with an FCI of 40-75 percent are considered to be in fair condition. Lastly, schools with a FCI greater than 75 percent are considered to be in poor condition. Schools constructed since 1993 were not evaluated. Table 9-4 on page 261 includes the FCI of the public schools and other school facilities which

Table 9-4: School Facility Conditions: 2008 Parsons 3DI Study Name

Andrew Jackson Drew Freeman G. James Gholson Kenmoor Walker Mill

2008 3DI Rating

Year School Constructed

Fair Fair Fair Good Fair Fair NR Fair Fair Fair NR Fair Good Fair Fair Fair NR Fair Fair Fair Fair Fair NR NR Fair NR Fair Fair Fair NR

1964 1929,1991 1959 1958 1928 1968 2002 1955 1965 1953 1998 1960 1928, 1999 1971 1968 1963 1999 1966 1969 1969 1954 1966 2001 2003 1971 2005 1971 1972 1963 2005

Fair Fair NR Fair Fair

1971 1960 2002 1973 1970

Approved Subregion 4 Master Plan and Sectional Map Amendment

PUBLIC FACILITIES

2008 3DI FCI (see text for definitions) Elementary Schools 69.63% 49.97% 57.48% 5.50% 70.67% 62.53% NR 63.51% 55.12% 70.54% NR 72.60% 12.33% 42.61% 62.75% 49.83% NR 65.60% 63.73% 74.39% 61.44% 58.13% NR NR 64.65% NR 57.79% 71.44% 65.32% NR Middle Schools 40.23% 66.88% NR 69.49% 63.03%

261

(Cont’d) Table 9-4: School Facility Conditions: 2008 Parsons 3DI Study Name High Schools Central Fairmont Heights Forestville Military Academy Suitland Other School Facilities Jefferson Building H. Winship Wheatley Early Childhood Center Bonnie F. Johns Educational Media Center Edgar Allan Poe Alternative Elementary School Suitland High School Annex Thomas G. Pullen VPA Instructional Services Support Center (ISSC) Lyndon Hill Elementary School

2008 3DI FCI (see text for definitions)

2008 3DI Rating

Year School Constructed

32.93% 62.46% 31.63% 58.57%

Good Fair Good Fair

1961 1951 1965 1951

NR 72.06%

NR Fair

NP* 1970

69.57%

Fair

NP*

37.20%

Good

1967

75.14% 65.38% NR

Poor Fair NR

1956 1967 NP*

65.09%

Fair 1938 Source: Parsons 3D/International, 2008.

serve Subregion 4 and identifies the year in which each building was constructed. Five of the schools/ school facilities evaluated were rated in good condition and 31 schools/school facilities were rated in fair condition. One school facility in the study area was rated poor. Ten schools were not evaluated. Suitland High School and Suitland High School Annex were rated separately in the Parsons 3DI study.

have a neighborhood orientation while middle schools and high schools have a more regional orientation.

Population Projections and Their Impact on Public Schools

Elementary schools are built to accommodate approximately 740 students, middle schools 900–1,000 students, and high schools 1,500–2,200 students. K–8 grade curriculum schools generally accommodate a maximum of 1,000 students, depending on the school facility. Elementary schools

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Part III: Infrastructure Elements Public Facilities

Table 9-5 on page 263 shows the current pupil yield rates for each dwelling unit type. For planning purposes, elementary, middle, and high school pupil yield rates for single-family detached dwelling units were used. Metropolitan Washington Council of Governments’ Round 7.1 Cooperative Forecasts show in 2010 there will be an estimated 53,923 dwelling units within the study area. By 2030, there will be an increase of 4,646 dwelling units, bringing the forecasted total of housing units within Subregion 4 to 58,569. Based on the county’s Round 7.1 forecasts and pupil yield factors, the housing unit growth is projected to yield an additional 743 elementary, 604 middle, and 650 high school students. Table

Table 9-5: Pupil Yield Rates, 2009 Elementary

Middle

High

Single-family Detached

0.16

0.13

0.14

Single-family Attached

0.14

0.11

0.10

Multifamily, Garden-style

0.14

0.06

0.09

Multifamily with Structured Parking

0.04

0.03

PUBLIC FACILITIES

Dwelling Unit Type

Source: PGCPS and Prince George’s County Planning Department (PGCPD), 2009.

Table 9-6: Subregion 4 Study Area Projected 2030 School Enrollment and Capacity Needs Schools Elementary Middle High

Existing Projected Projected 2008 Excess Enrollment 2030 Seats 2030 Excess/ Enrollment Seats/ In 2030 Needed Deficit Deficit 16,369 11,422 4,947 743 12,165 4,204 4,467 3,249 1,218 604 3,853 614 5,907 5,666 241 650 6,316 -409 Source: PGCPS and Prince George’s County Planning Department (PGCPD), 2008.

State Rated Capacity

9-6 shows the state-rated capacity, 2008 enrollment, existing and projected excess seats and deficit seats, and enrollment in 2030 for the subregion.

Land Scarcity and Urbanization

Another aspect of school planning that has long-term ramifications is the decision to place needed schools on sites capable of supporting larger facilities. William W. Hall and Samuel P. Massie Elementary Schools were built after 2003 on large sites shared with parks. However, the Cora L. Rice Elementary/G. James Gholson Middle School complex sits in the dead center of a 32.5-acre parcel, rendering the property unable to accommodate another school. Kenmoor Elementary and Middle Schools sit on PGCPS properties that total approximately 33 acres. Both sites have acreage that would be better suited for a high school. Because these large sites were utilized by . smaller schools, PGCPS is planning to acquire

29 acres of parkland to build the new Fairmount Heights High School.

Suburban School Facilities in Urbanized Areas BOE Order 7100 (2004) reaffirmed a long-standing policy that new elementary school sites will be a minimum of 10 acres, new middle school sites will be a minimum of 20 acres, and new high school sites will be a minimum of 35 acres. This policy reflects 1960s- and 1970s-era beliefs about school facilities, beliefs established when suburbs were developing in greenfields, land and construction were relatively affordable, and low-density housing was considered the ideal use of the built environment. Subregion 4 has numerous communities that are completely built out, with suburban schools completely surrounded by development. Suburban-scale schools may break up the continuity and pedestrian connectivity of a community. Approved Subregion 4 Master Plan and Sectional Map Amendment

263

As the county becomes more urbanized, land becomes scarcer, and the inventory of available land becomes insufficient to allow for a land-consumptive suburban school model. Consequently, an urban school model is needed to meet demand for neighborhood schools in these areas.

Goal

In redeveloping areas, large swaths of open space set aside for student recreational use may be better used for other purposes. These fields could be used as public open space, parks, for additional schools, sold/ leased to the private sector, or put to another use. Despite a deficiency in parkland, higher real estate cost, and the general discrediting of so-called “sprawl schools” in the 21st century, BOE policy continues to plan for significant tracts of land for schools, with large, often unused play fields and extensive surface parking.

Policy 1

In centers and corridors, insufficient land exists to allow suburban school models; urban school models are necessary to meet demand for neighborhood schools in these areas. The County Council and Planning Board have recommended urban-scale schools in the 2007 Westphalia Approved Sector Plan, and such schools are key elements in the Subregion 1 Master Plan, Branch Avenue Corridor Sector Plan, and Landover Gateway Sector Plan efforts. Planning Department staff will continue to work with PGCPS to develop an acceptable urban school model that delivers the same educational opportunities to children that reside in livable and sustainable urban communities as those who live in suburban communities. PGCPS has been willing to adjust minimum site size when constraints dictate. Bradbury Heights Elementary School was built in 1991 on just five acres. Robert R. Gray Elementary School was built in 2001 on 8.1 acres. The Robert R. Gray model, 74,520 square feet on two floors, is the standard model used by PGCPS for planned elementary schools. Bladensburg High School was built in 2005 on 21.4 acres. The preferred location for the new Fairmount Heights High School is on 30 acres and may provide a potential urban model for high schools. A new Hyattsville area elementary school is proposed for an approximately four-acre site with a shared play field.

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Part III: Infrastructure Elements Public Facilities

Provide residents with public schools that are conveniently located, of adequate size, feature stateof-the-art technology and quality instructional opportunities, and serve as active centers for their communities. Establish a standard minimum site size for new construction, rehabilitation, and the adaptive reuse of structures for schools within urban settings.

Strategies

■■ Integrate an urban school model into school planning that would satisfy the needs of residents and future enrollment.

■■ Review standards for school facilities and sites to identify building footprints that support education programs in multistory buildings.

■■ Construct urban schools in areas where schools are needed, yet available developable land is limited, to achieve a school system that operates at 100 percent of capacity or less at every school.

Policy 2

Preserve, retain, and support existing public schools, school facilities, school sites, and properties owned by BOE.

Strategies

■■ Renovate existing school facilities according to the greatest need based on the facilities condition assessment.

■■ Implement the BOE’s plan to consolidate, convert, and reprogram designated schools to relieve overcrowding in county public schools, as well as expand enrichment and specialty programs. ■■ Review existing school land availability to determine if future schools can be co-located to take advantage of large, underutilized parcels.

■■ Replace the existing 900-seat capacity Fairmount Heights High School in the South Columbia Park area with a new school designed to expand to 1,600 seats to accommodate future growth. The new school should be built (incorporating urban school design features) with a LEED silver rating or the equivalent in the South Columbia Park area.

Policy 3 Provide safe connections to schools within Subregion 4.

Strategies

■■ Improve pedestrian street crossings to ensure better visibility, particularly around schools and public spaces. ■■ Create attractive, active, pedestrian-oriented streetscapes near schools that provide safe pathways and enhanced connectivity for pedestrians and bicyclists. ■■ Design streetscapes with buffers between sidewalks and heavily trafficked roads.

Libraries There are three branches of the Prince George’s County Memorial Library System (PGCMLS) in Subregion 4 (see Table 9-7). The Spauldings and Glenarden Branches are considered to be underutilized, while the Fairmount Heights Branch is generally thought to be undersized and inadequate to serve the greater, highly populated region. A recent study conducted by M-NCPPC staff explored the demand for internet and computer services at public libraries in the county. Library service centers providing limited library services and public internet access computers located in community centers could be used to help satisfy demand in neighborhoods that are considered underserved, such as portions of Capitol Heights and Suitland. A new central library is recommended in the core of the Landover Gateway Sector Plan area.

Provide all residents with adequate and convenient access to public library facilities.

Policy 1

Improve existing library facilities and services to meet the needs of community residents.

Strategy

PUBLIC FACILITIES

■■ Provide continuous sidewalks throughout Subregion 4, particularly around schools and public spaces.

Goal

■■ Continue to improve upon and meet the increasing demand for computing and internet technology.

Policy 2

Locate libraries in close proximity to residential areas.

Strategies

■■ Monitor the need to build an additional library facility in Subregion 4 to support future changes in population, particularly if a library is not built in Landover. ■■ Consider creating library service centers within existing community centers in underserved areas to better serve surrounding neighborhoods.

Policy 3

Develop strategies to increase patronage at underutilized libraries.

Strategies

■■ Develop new programs and services to meet the needs of area residents. ■■ Increase marketing and publicity of library offerings, events, and hours to the communities that they serve. ■■ Create partnerships with local organizations and institutions to offer programs and increase awareness of library offerings.

Table 9-7: Libraries Name Fairmount Heights Glenarden Spauldings

Size Year (Sq. Feet) Opened 5904 Kolb Street Fairmount Heights 16,887 1974 8724 Glenarden Parkway Glenarden 9,238 1979 5811 Old Silver Hill Road District Heights 24,000 2006 Source: Prince George’s County Memorial Library System. Address

City

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Public Safety Police

The Prince George’s Police Department (PGPD) District III boundaries are contiguous with Subregion 4. The District III headquarters is adjacent to PGPD headquarters at 7701 Barlowe Road in Palmer Park. The police services complex is 128,608 square feet. The 2008 Approved Public Safety Facilities Master Plan recommends that this facility be renovated in the long-term (after 2021). Because of the urbanized nature of the region, response times have increased and there has become a need for a second station to be located in or around Capitol Heights. Capitol Heights, District Heights, Fairmount Heights, Glenarden, and Seat Pleasant have municipal police departments that provide additional first

response capability within their respective town limits and supplement the efforts of PGPD. As of 2007, these five departments had 41 sworn officers.

Office of Public Safety Communications

The Office of Public Safety Communications is located in a former elementary school at 7915 Anchor Street, off of Central Avenue near the Morgan Boulevard Metro Station. There is discussion of relocating this facility to Bowie; no final decision has been made at this time.

Maryland-National Capital Park Police

The 2008 Approved Public Safety Facilities Master Plan recommends moving The Maryland-National Capital Park Police headquarters from Riverdale to Walker Mill Regional Park. The proposed 2009–2013 Capital Improvement Program for M-NCPPC requests $3.075 million on top of $4.925 million appropriated in 2008 for completion of this project.

Table 9-8: Fire/EMS Stations Co. Name

266

Address

City

Capitol Heights 6061 Central Avenue

Capitol Heights

Seat Pleasant

6305 Addison Road

Seat Pleasant

Boulevard Heights

4101 Alton Street

Capitol Heights

District Heights

6208 Marlboro Pike

District Heights

Kentland

7701 Landover Road Landover

Ritchie

Chapel Oaks

1415 Ritchie Marlboro Road 5544 Sheriff Road

Part III: Infrastructure Elements Public Facilities

Apparatus 2 Engines; 1 Ambulance; 1 Medic; 1 Truck; 1 Metro Support Unit 2 Engines; 1 Ambulance; 1 Rescue Squad 2 Engines; 1 Ambulance; 1 Truck 2 Engines; 1 Ambulance; 1 Truck

2008 PSDMP Renovate

None None Relocate to New Facility

Renovate/ 2 Engines; 1 Tower; Replace 1 Mini-Pumper; 1 Rescue Engine; 1 Ambulance Capitol 2 Engines; None Heights 1 Mini-Pumper Capitol 2 Engines; None Heights 1 Ambulance Source: Prince George’s County Fire/EMS Department.

Fire and Emergency Medical Services

Planning Efforts

On March 25, 2008, the County Council approved the 2008 Approved Public Safety Facilities Master Plan. Among the highlights of this plan are new fire/EMS stations at the intersection of Shady Glen Drive and Central Avenue, and at the intersection of Marlboro Pike and Silver Hill Road in District Heights. The plan also recommended renovations at the Capitol Heights Fire/EMS station and the relocation or renovation of the Kentland Fire/EMS Station. The Approved Landover Gateway Sector Plan and Sectional Map Amendment recommends a new fire/EMS station near the intersection of Landover and Brightseat Roads to serve Landover Gateway.

Goals

■■ Locate police and fire and rescue facilities and services that meet the size and location needs of the community to minimize response time. ■■ Provide fire and rescue facilities that meet the needs of the community based upon established county standards and able to accommodate modern vehicles and equipment.

Policy 1

Develop and maintain facilities that allow public safety personnel to respond to needs as quickly and efficiently as possible.

Strategies

■■ Relocate The Maryland-National Capital Park Police Headquarters from Riverdale to Walker Mill Regional Park.

■■ Relocate the Office of Public Safety Communications from 7915 Anchor Street, off of Central Avenue, to Bowie.

Policy 2

Reduce citizen fear of and susceptibility to crime and address public safety issues in neighborhoods.

PUBLIC FACILITIES

Fire and emergency medical services (EMS) are provided by the Prince George’s County Fire/EMS Department (PGFD). This department is one of the two largest combination fire/EMS departments in the United States, with both career and volunteer elements. There are seven fire/EMS stations in Subregion 4. Three of the seven stations rank in the top ten in the U.S. for EMS calls for service, and two for fire calls for service. Subregion 4 stations responded to 18,959 EMS calls for service in 2007, nearly 20 percent of all calls in the county. They also responded to 5,901 fire calls, 19 percent of all the county’s calls. (Prince George’s County Fire/EMS Department, 2007 Annual Report. Largo, MD: 2008.)

■■ Locate an additional police station in or near Capitol Heights to reduce response time and crime.

Strategies

■■ Create crime prevention programs that get entire communities involved, and raise awareness of these programs in neighborhoods. Support volunteer efforts, such as neighborhood watch and clean-up/fix-up days. ■■ Incorporate Crime Prevention through Environmental Design (CPTED) measures in all new development and redevelopment to foster “eyes on the street.”

■■ Construct sidewalks, bicycle lanes, traffic calming devices, and streetlights where appropriate.

Parks and Recreation M-NCPPC provides parks and recreational programs to the residents of Prince George’s County. M-NCPPC currently divides park and recreation facilities into six categories: 1. Neighborhood Park and Recreation Areas— includes mini-parks, playgrounds, parks, recreation centers, and park/schools with acreage of less than 20 acres. Parks serve residents in the immediate vicinity. Recreation centers are smaller, unstaffed spaces that generally provide basic community meeting space. 2. Community Park and Recreation Areas—includes community center buildings, parks, recreation centers, and cultural centers between 20 and 200 acres. Neighborhood and community park areas are classified as local parks. A community center is fully staffed and provides multiple activities and uses, including a gym and fitness room. 3. Regional Park and Recreation Areas—includes stream valley parks, regional parks (parks with more than 200 acres), cultural arts centers, and Approved Subregion 4 Master Plan and Sectional Map Amendment

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Table 9-9: Existing Park Facilities in Subregion 4 PARK ID# P19 P60 P20 P08 P02 P44 P09 P65 P00 P37 P31 P21 P11 P42 P61 P07 P25 P13 P14 P58 P03 P90 P30 P33 P66 P68 P29 P15 P23 P16 P04 P32 P62 P63 P35 P64

268

Owner M-NCPPC M-NCPPC M-NCPPC M-NCPPC M-NCPPC M-NCPPC M-NCPPC M-NCPPC M-NCPPC M-NCPPC M-NCPPC M-NCPPC M-NCPPC M-NCPPC M-NCPPC M-NCPPC M-NCPPC M-NCPPC M-NCPPC M-NCPPC M-NCPPC M-NCPPC M-NCPPC M-NCPPC M-NCPPC M-NCPPC M-NCPPC M-NCPPC M-NCPPC M-NCPPC M-NCPPC M-NCPPC M-NCPPC M-NCPPC M-NCPPC M-NCPPC

Part III: Infrastructure Elements Public Facilities

Park Name Acreage Booker T. Homes Neighborhood Park 6.22 Bradbury Community Recreation Center 25.80 Brooke Road Neighborhood Recreation Center 16.73 Capitol Heights Neighborhood Park 7.23 Capitol Heights South Neighborhood Mini-Park 0.86 Cedar Heights Community Center Park 11.78 Cedar Heights Neighborhood Playground 1.70 Columbia Park Community Center Park 8.19 Deanwood Park Neighborhood Playground 1.34 Dillon Park Neighborhood Playground 2.16 Dodge Park Neighborhood Park/School 13.60 Dupont Heights Neighborhood Park 12.97 Fairmount Heights Neighborhood Playground 4.23 Fairmount Heights North Neighborhood Playground 4.71 Glenarden Community Center Park 12.09 Hartman-Berkshire Neighborhood Playground 3.92 Henry P. Johnson Neighborhood Park 7.31 Highland Gardens Neighborhood Playground 4.51 Highland Park Neighborhood Park/School 9.96 Hill Road Community Park 43.30 Hutchinson Commons Neighborhood Mini-Park 1.00 J. Franklyn Bourne Aquatic Center 19.43 Jesse J. Warr, Jr. Neighborhood Recreation Center 11.54 John Carroll Community Park/School 28.51 John E. Howard Community Center Park 12.58 Kentland Community Center Park (and PG Ballroom, P69) 84.61 Kentland Neighborhood Recreation Center 15.87 Maryland Park Neighborhood Playground 4.07 Millwood Neighborhood Recreation Center 15.61 Nalley Road Community Park/School 36.94 North Forestville Neighborhood Mini-Park 0.79 North Forestville Neighborhood Park/School 1.94 Oakcrest Community Park School Center 52.89 Palmer Park Community Center Park 44.17 Park Berkshire Neighborhood Park/School 10.02 Peppermill Village Community Center Park 11.36

(Cont’d)

Table 9-9: Existing Park Facilities in Subregion 4 Owner M-NCPPC MUNI M-NCPPC M-NCPPC M-NCPPC M-NCPPC COUNTY M-NCPPC M-NCPPC M-NCPPC M-NCPPC M-NCPPC M-NCPPC M-NCPPC M-NCPPC

P78

M-NCPPC

P18 P10 P22 P43 P12 P34 P45 P17 P48 R23 P24 P73 P06 P28 P75

M-NCPPC M-NCPPC M-NCPPC M-NCPPC M-NCPPC M-NCPPC M-NCPPC M-NCPPC M-NCPPC M-NCPPC M-NCPPC M-NCPPC M-NCPPC M-NCPPC M-NCPPC

Park Name Acreage Prince George’s Sports and Learning Complex 80.03 Seat Pleasant Community Center 1.35 Seat Pleasant Heights Neighborhood Mini-Park 0.80 Seat Pleasant Neighborhood Park 15.09 Seat Pleasant Neighborhood Park/School 0.89 South Forestville Community Park 23.27 Sugar Ray Leonard Boxing Center 0.24 Suitland Bog Conservation Area 68.03 Suitland Community Park 109.24 Suitland Community Park School Center 56.05 Suitland Road Community Room 0.00 Summerfield Community Park 37.30 Theresa Banks Aquatic Center 1.00 Walker Mill Regional Park (and Concord Manor, P72) 504.60 William Beanes Community Center Park 13.41 Total Developed Acreage 1,461.24 Cabin Branch Stream Valley Park 5.37 Total Stream Valley Park Acreage 5.37 Barlowe Road Neighborhood Park/School 16.21 Columbia Park Neighborhood Playground 1.61 Dodge Park Community Park 27.29 Fairfield Knolls Neighborhood Park 14.37 Forestville-Ritchie Neighborhood Playground 2.89 Kenmoor Neighborhood Park/School 5.05 Keystone Forest Neighborhood Playground 4.67 Oakland Neighborhood Park 6.24 Palmer Park Neighborhood Park 5.12 Ritchie Run Neighborhood Park 18.43 Rollins Avenue Neighborhood Park 19.11 South Columbia Community Park 29.59 Suitland Neighborhood Mini-Park 0.71 Suitland-District Heights Community Park 21.42 Willow Hills Neighborhood Park 10.02 Total Undeveloped Acreage 182.73 Source: M-NCPPC, Department of Parks and Recreation.

Approved Subregion 4 Master Plan and Sectional Map Amendment

PUBLIC FACILITIES

PARK ID# P92 P67 P05 P26 P36 P59 P80 P84 P39 P50 P71 P46 P91 P79 P38

269

service facilities. These facilities serve residents of an entire region within the county. 4. Countywide Park and Recreation Areas—includes river parks, historic sites and landmarks, hiker/ biker/equestrian trails, unique natural features, conservation areas, and service facilities. Parks in this category are available to all county residents. 5. Urban Park and Recreation Areas—includes urban parks and urban nature centers that serve county residents with severely limited access to outdoor nature areas. 6. Special Park and Recreation Areas—includes aquatic facilities, ice rinks, golf courses, shooting centers, athletic complexes, equestrian centers, airports, marinas, and reclamation areas. These facilities are available to all county residents. In Prince George’s County, these six categories fit into two basic park types: local parks, which includes those parks under 200 acres in size that serve neighborhood and community needs; and regional parks, which includes those parks that are 200 acres or greater in size, as well as any countywide or special facilities as described above. In Subregion 4, there are approximately 971 acres of local parkland consisting of neighborhood and community parks, and 678 acres of regional parkland (i.e., Walker Mill Regional Park, the Suitland Bog Conservation Area, and several aquatics centers). There are five recreation centers in Subregion 4 (i.e., Brooke Road, Millwood, Kentland, Jesse J. Warr, Jr., and Bradbury) and six community centers (i.e., Cedar Heights, Glenarden, Palmer Park, Peppermill Village, Seat Pleasant, and Kentland). M-NCPPC also owns and operates a ballroom, the historic Concord Manor, a boxing center, several aquatics centers, and the Sports and Learning Complex. Subregion 4 has 27 neighborhood parks, typically composed of a multiage play area, tennis and/or basketball courts, play fields, picnic areas, and parking. There are seven community parks within Subregion 4, which typically contain competitivesized athletic fields for organized play in addition to the amenities of neighborhood parks. Subregion 4 also contains the Cabin Branch Stream Valley Park. In total, Subregion 4 currently has 1,649 acres of local and regional parkland at 51 developed park

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sites (1,461 acres) and 16 undeveloped sites (188 acres). Fourteen of the sites are park/school sites, where a school and a community center are colocated. Of this total, almost all of the land is owned by M-NCPPC, with no federally owned land and less than one percent county-owned land. Subregion 4 residents have access to an array of parkland and recreational opportunities. During the master plan/SMA process, residents noted that recreational amenities at some parks were in poor condition, some of the community centers and recreation buildings were not American with Disabilities Act (ADA)-accessible, and there was not enough parkland in Subregion 4. The parks and recreational amenities owned by M-NCPPC are maintained on a regular basis. This includes such diverse items as cutting the grass at athletic fields, replacing older play equipment and picnic pavilions, keeping the electrical/HVAC systems in working order at recreation centers and historic buildings, and repairing the pavement at outdoor courts and trails. M-NCPPC has a comprehensive renovation, expansion, and code compliance program under which several buildings are upgraded each year countywide. Over the next six years, eight recreation centers in Subregion 4 are slated to be improved under this program, and two other sites will receive new buildings. Because the entire sector plan area is in the Developed Tier, there are few large undeveloped parcels suitable for park development. This problem is exacerbated by the practice of locating communitywide stormwater management facilities on parkland when land is not available elsewhere. This reduces the area available for parkland and recreational facilities. Environmental regulations also limit the potential of park improvements and add substantial cost to developing park facilities. M-NCPPC is trying to acquire more parkland in the Subregion 4 area, as shown on Map 9-3 on page 272. Additionally, several parcels of undeveloped parkland are scheduled to be improved with amenities, such as innovative play areas and athletic fields over the next few years.

Open Space Standards

The 2002 General Plan included a standard of 15 acres of local parkland and 20 acres of regional

Map 9-2: Existing Parks

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704

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Map 9-3: Proposed Park Acquisitions

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Part III: Infrastructure Elements Public Facilities

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Due to the density of this part of the county and the lack of available undeveloped parcels of land, it may not be possible that enough acres of parkland will ever be acquired within Subregion 4 to meet the standards outlined in the General Plan. When this occurs, one logical option is to add recreational facilities and amenities to undeveloped parcels already existing within the inventory. Rollins Avenue Neighborhood Park is currently under design and will offer features of interest to all age groups. It will be ADA-accessible and will offer special amenities for those with physical challenges. Ritchie Run Neighborhood Park is scheduled to begin design in 2011. Several developed parks in the area, such as Booker T. Homes Neighborhood Park, Cedar Heights Neighborhood Playground, and Seat Pleasant Heights Neighborhood Mini-Park are currently in design for renovation. Cedar Heights Community Center, Glenarden Community Center, Theresa Banks Aquatic Center, J. Franklyn Bourne Aquatic Center, John E. Howard Community Center, Palmer Park Community Center, Peppermill Village Community Center, and the Seat Pleasant Community Center are all in design or under construction for renovation or code compliance repairs. A new gymnasium is currently under construction at North Forestville Neighborhood Park/School. Jesse J. Warr, Jr., Neighborhood Recreation Center is receiving a new recreation building. Beginning fall 2009, Walker Mill Regional Park will undergo major changes over the next few years that will make it one of the nicest parks, offering a

combination of amenities not available at any other park in our system. The first renovations will occur on the south side of Walker Mill Road. The existing soccer/football field will be converted to an artificial turf field, and a new adventure playground will be installed on top of the knoll to replace the old equipment that has been removed. Additional parking spaces will be added, along with a loop trail, a trail connection to Richville Drive, picnic pavilions, and a restroom/concession building. A maintenance yard completes the renovations planned for the south side of the park.

PUBLIC FACILITIES

parkland for every 1,000 residents. Based on the most current population figures (year 2005) of 265,454 residents in Subregion 4, the current parkland need is 9,291 acres and the projected need in year 2030 is 11,053 acres. With our current parkland total of 1,649 acres, the subject area lacks adequate parkland now and the shortfall by 2030 will be over 9,400 acres. To mitigate this shortage, 17 new sites have been identified as potential future parks that would add over 236 acres of parkland to the subregion (See Map 9-3).

The north side of the park consists of the Concord Historic Site (75A-001), an active recreation area, and a passive recreation area. Concord Manor will undergo a multimillion dollar renovation, including a new annex, which will be a venue for large events such as receptions, parties, and business events. Three old barns will be renovated and re-purposed into an African-American Heritage Center, an outdoor education center, and an agricultural demonstration building. A concert pavilion and an open festival grounds area will also be included in this historic envelope. The active recreation area will include a golf element (e.g., “First Tee” three-hole golf area, driving range, and miniature golf ), a skate park, a splash pad, a play area, and an open plaza with parking. A club house/ multipurpose building will serve this area of the park. The passive recreation area will feature an extensive system of trails to connect all the parts of the north side of the park with each other, as well as with the residential communities to the north and west. A section of the historic Chesapeake Beach Railroad will be converted to a trail and incorporated into this trail system. Security at this regional park will be enhanced by the presence of the new Maryland-National Capital Park Police headquarters, which is being installed near Ritchie Road and will replace the current facility in Riverdale. Over 20 million dollars will be spent on upgrades to the Walker Mill Regional Park over the next six years. Another method of mitigating the lack of parkland in Subregion 4 is to add more recreational programming at the existing facilities to meet the desires and Approved Subregion 4 Master Plan and Sectional Map Amendment

273

needs of the community. Subregion 4 is blessed with an abundance of community centers, which are fully-staffed facilities that provide multiple activities and spaces, such as a gym, fitness room, and multipurpose activity space. A third method of providing more “green space” in the highly urbanized parts of the county is to add small urban parks, also known as pocket parks. This plan suggests the inclusion of urban squares, civic greens, and plazas, which would allow for greater alternatives to the existing park models and provide the county different means through which to meet the minimum open space requirements. These urbanscale parks would create pockets of public community space and provide residents with the opportunity to enjoy the outdoors without traveling great distances to the larger, regional-scale parks. These small green spaces would be situated at prominent locations within urban neighborhoods and would be designed to function as neighborhood parks.

Proposed Park Acquisitions

The following proposed park acquisitions are identified on Map 9-3: 1. Parcel 59—Addition to Ridgeley Rosenwald School Historic Site 2. Addition to Ritchie Run Neighborhood Park 3. Connect Rollins Avenue Neighborhood Park and Capitol Heights Neighborhood Park 4. Parcel 211—New Park 5. Parcels 201, 231 and 234—New Park 6. Parcels A and 165—Addition to William Beanes Community Center Park 7. Parcel 132—New Park 8. Parcel A— Parcel Adjacent to Columbia Park Community Center Park 9. Parcel 87—Parcel Adjacent to Kentland Neighborhood Recreation Center 10. Parcel 16 - New Park 11. Outlot 1—Parcel adjacent to Summerfield Community Park 12. 4.2-Acre Addition to H.P. Johnson Neighborhood Park

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13. Urban park at former Landover Mall Site 14. 14-Acre Addition to John Carroll Community Park/School 15. 5-Acre Addition to Highland Park Neighborhood Park/School 16. Lots 1 - 14, Block 6—Addition to Maryland Park Neighborhood Playground 17. Parcel 5—New Urban Park

Parks and Recreation Recommendations Goal Provide adequate and appropriate park and recreation opportunities in Subregion 4 in an effort to encourage active and healthy lifestyles for the residents.

Policy 1

Create new parks and improve upon existing neighborhood and community parks.

Strategies

■■ Evaluate the creation of urban squares, civic greens, and plazas into portions of Subregion 4 outside of major centers to provide more open space. ■■ Evaluate the acquisition of parcels adjacent to existing parks to expand and improve connectivity to existing parks (Map 9-3). ■■ Integrate underutilized open space on school properties into the parks network, where appropriate (Map 9-3).

■■ Protect Ridgeley School’s setting by securing the property fronting MD 214 and maintain it as a buffer between the school and the highway.

Policy 2

Provide parks and recreation facilities that meet the changing needs and interests of the community.

Strategies

■■ Renovate and upgrade older parks to accommodate changing recreational demands in established neighborhoods. ■■ Work with developers to create the most appropriate type of park/open space as Subregion 4 is developed.

■■ Revise the site plan review process to include specific direction for the open space/recreation requirement based on the project.

■■ Create partnerships with private entities, where possible, to develop recreational amenities within the sector area.

Policy 3

Strategies

■■ Create programs and provide facility planning for the region’s youth. ■■ Evaluate the need for a community center in the vicinity of District Heights.

■■ Undertake the acquisition and adaptive reuse of existing public facilities for recreational purposes as a means of redevelopment or economic revitalization of an emerging area.

Policy 4

Utilize existing natural features and the green infrastructure network as opportunities to increase parkland and open space.

Strategies

■■ Continue to develop stream valleys as a resource where trail connections can be built to create walkable access to parks. ■■ Review potential location for parks in relation to the Green Infrastructure Plan.

■■ Maintain undeveloped parks as open space or wooded buffers, especially in cases where they are too small for active use or contain natural features, such as wetlands or steep slopes, that make them undesirable for park development.

Policy 5

Assure that environmental regulations support the expansion and function of parkland.

Strategies

■■ Review environmental regulations that limit and add substantial cost to developing park facilities. ■■ Review the requirements for communitywide stormwater management facilities and avoid locating these on parkland.

The Waste Management Group, a section of the Department of Environmental Resources (DER), manages solid waste in Prince George’s County. The county contracts with private waste haulers to collect the waste in all of Subregion 4. The county’s primary waste acceptance facility is the Brown Station Road Municipal Solid Waste Facility about four miles north of Upper Marlboro. The facility will reach its permitted capacity in 2011.

PUBLIC FACILITIES

Provide community and recreation centers that are accessible, adequate in size, and affordable to the residents they serve.

Solid Waste Management/ Recycling

The county has decided not to develop a new landfill within the county and instead intends to ship its refuse to one of the large, commercial landfills operating in the mid-Atlantic region. Consequently, the county needs to develop a transfer facility where refuse would be consolidated for shipment. The current preferred site for the new facility is off Maude Savoy Brown Road southeast of Upper Marlboro in Subregion 6. The county has an aggressive recycling program that as of 2008 achieves a recovery rate of 39 percent. A trash and recycling drop off convenience center is located on Missouri Avenue in Brandywine and on Brown Station Road in Upper Marlboro. A countyowned yard waste composting facility is located off Maude Savoy Brown Road southeast of Upper Marlboro.

Goal

■■ Provide for adequate solid waste disposal.

Policy

Implement measures to reduce the solid waste and prolong the life of the existing landfill.

Strategies

■■ Support the development and utilization of solid waste recycling and energy recovery systems.

■■ Develop an educational program to inform the public of the importance of recycling.

Water and Sewer Facilities DER designates areas eligible for public water and sewer service in the county’s Water and Sewer Plan. In general, the Developed and Developing Tiers Approved Subregion 4 Master Plan and Sectional Map Amendment

275

are eligible for service and the Rural Tier is not. Prince George’s County developed a ten year water and sewer plan that was completed in 2008 and is constantly amended.

■■ Ensure that sewer capacity at the wastewater treatment plants serving Subregion 4 is sufficient to meet the county’s future needs.

The purpose of the functional plan is to analyze the relationship between existing and future development, identify the drinking water sources and wastewater facilities needed to serve future development, and define measures to limit or control the stormwater and nonpoint source water pollution that will be generated by new development. The water and sewer section in this chapter is intended to inform the countywide plan.

Operate water treatment facilities to meet or exceed state effluent standards.

Drinking Water

Public water in Subregion 4 is provided by the Washington Suburban Sanitary Commission (WSSC) from its system of reservoirs along the Patuxent River and from direct withdrawals from the Potomac River. No specific concerns have been raised about WSSC’s future ability to provide drinking water to its service area, including Subregion 4. The countywide water resources functional plan is expected to provide a more detailed discussion of future water supplies.

Wastewater

The majority of sewage originating in Subregion 4 is treated at the Blue Plains Wastewater Treatment Plant (WWTP) operated by the District of Columbia Water and Sewer Authority. Blue Plains WWTP is located in southwest Washington, D.C., adjacent to the U.S. Naval Research Lab facilities on the Potomac River. The Blue Plains WWTP has been the principal wastewater treatment facility for the Washington Metropolitan area since its original construction in 1938. Service to Prince George’s and Montgomery Counties is provided under the terms of the Blue Plains Intermunicipal Agreement of 1985.

Goals

■■ Provide adequate public water and sewer service to areas eligible for service.

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Part III: Infrastructure Elements Public Facilities

Policy 1 Strategy

■■ Promote countywide water conservation to minimize water and sewer service demands.

Policy 2

Limit the increase of the region’s impervious surfaces without unduly limiting development in accordance with the comprehensive plan.

Strategy

■■ Complete and implement the recommendations of the Countywide Water Resources Functional Master Plan.

S U B R E G I O N

Part IV:

Community Development and Character Subregion 4

A Plan for the Heart of Prince George’s

Approved Subregion 4 Master Plan and Sectional Map Amendment

4 M A S T E R P L A N

277

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Part IV: Community Development and Character Housing and Neighborhood Conservation

Chapter

4 M A S T E R

Introduction Subregion 4 is envisioned to be a vibrant community where quality of life is improved, neighborhoods are conserved, and a variety of high-quality housing types for a range of incomes exists. Specifically, there will be increased opportunities for workforce, single-family home ownership, new opportunities for mixed-use and mixed-income housing, as well as low-rise, medium-density multifamily rental housing. As revitalization occurs, the impact of new development and growth centers on existing neighborhoods will be limited.

P L A N

Background The close proximity of Subregion 4 to various employment, entertainment, historic, and recreational amenities found in Washington D.C., makes its location ideal for continued economic growth and desirable for home ownership and affordable rental housing. These are also important attributes to neighborhood stability. Approved Subregion 4 Master Plan and Sectional Map Amendment

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HOUSING AND NEIGH.CONS.

Housing and Neighborhood Conservation

S U B R E G I O N

However, a number of Subregion 4 communities are experiencing a range of factors that affect the quality of life within their neighborhoods. These factors include the transition of long-time residents, deferred maintenance of older housing stock, and increases in rental occupancy (especially among single-family detached homes). It is important to put in place a set of strategies to maintain, stabilize, and improve the neighborhoods of Subregion 4 before the impact of disinvestment is insurmountable.

Key Findings

■■ The 2000 census reported that 52 percent of households in Subregion 4 are owner-occupied compared to 62 percent in Prince George’s County.

■■ Ten percent of the residents now living in Subregion 4 lived in the District of Columbia in 1995. In contrast, only five percent of the residents currently residing in other parts of Prince George’s County, lived in Washington, D.C., in 1995. Subregion 4, because of its close proximity to the District of Columbia, becomes a key location for residents looking to relocate to Prince George’s County from Washington, D.C.

■■ As of August 2008, the median sales price range for single-family detached homes was $199,900 to $251,700 in Subregion 4, compared to nearby communities in Prince George’s County having a median price range of $329,445 to $337,000. ■■ As of December 2010, in Prince George’s County there were 4,634 homes in foreclosure. The county has consistently had the highest number of foreclosures in the state of Maryland, and mature communities, such as those in Subregion 4, are disproportionately affected.

Two of the biggest concerns raised by residents and stakeholders were the perceived lack of code enforcement and the influx of lower income residents from the District of Columbia. These concerns, as well as the factors previously discussed, affect the quality of life and threaten the stability of older neighborhoods in Subregion 4. These neighborhoods are characterized as “tipping point” neighborhoods because they illustrate areas that are in danger of becoming blighting influences within the subregion if there is not planned intervention to reverse the trend. However, Subregion 4 has an opportunity to overcome its current challenges because of its strengths, housing

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affordability, close proximity to employment opportunities in the District of Columbia, and easy access to transit stations. The 2002 Prince George’s County Approved General Plan provides the basis for general housing policies presented in this master plan, including creating an adequate supply of mixed-use and mixed-income housing. To realize this goal, the General Plan recommends two key policies that are applicable to the Subregion 4 plan: General Plan Policy 1 Provide opportunities for high-density housing within centers, at selected locations along corridors, and in mixed-use areas. Potential strategies, as they relate to Subregion 4, not otherwise included in the General Plan: Strategies ■■ Encourage appropriate infill housing.

■■ Encourage more intense, high-quality housing and economic development opportunities. ■■ Promote transit-supporting, mixed-use, pedestrian-oriented neighborhoods. ■■ Ensure compatibility with surrounding neighborhoods.

General Plan Policy 2 Ensure high-quality housing for all price ranges while encouraging development of a variety of high-value housing.

General Plan Strategies ■■ Rehabilitate existing single-family and multifamily housing stock using a variety of federal, state, local, and private sector resources. ■■ Strengthen existing neighborhoods through programs encouraging and supporting home ownership along with maintenance of existing housing stock.

Efforts to strengthen existing neighborhoods may include providing new housing choices and the rehabilitation or redevelopment of existing housing stock. The development of this master plan reflects a community-based vision. Once this vision is transferred to a revitalization plan, five key strategies are vital to beginning the process of neighborhood revitalization:

■■ Designation of “model project development areas” to serve as a catalyst for housing, and community development projects throughout the project area.

■■ Establishment of design guidelines for the renovation of existing and infill housing that is consistent with the neighborhood’s character.

■■ Introduction of programs and policies that provide a framework for the rehabilitation of existing houses occupied by lower-income renters and homeowners.

■■ Establishment of a framework for municipalities, county, and state governments to manage the pre-development process, including financing options and strategies, minority business participation, community involvement, project planning, and project management.

Housing Stabilization and Neighborhood Conservation The intention of this plan is to improve quality of life throughout the subregion. As this relates to housing and neighborhood conservation, new home ownership must be facilitated, existing homeowners must be supported, existing housing stock must be stabilized, and the capacity of lower-income residents to be more self-sufficient must increase. Achieving these goals will require: ■■ Establishing and adhering to guidelines that ensure high-quality new housing, especially new multifamily housing. ■■ Increasing home ownership among moderateto middle-income families.

■■ Reducing levels of unresolved code enforcement violation cases. ■■ Decreasing conversion of single-family, owneroccupied homes to rental housing.

■■ Establishing historic or neighborhood conservation designation for older neighborhoods.

Housing and neighborhood development initiatives are necessary to stabilize declining areas of

Goals

■■ Establish a nonprofit community development corporation (CDC) that will serve Subregion 4. ■■ Improve the existing housing stock that has outstanding code violations.

HOUSING AND NEIGH.CONS.

■■ Guidelines for the preparation of development packages to prospective partners (developers, builders, lenders, local government, etc.) and the negotiation of development partner agreements.

Subregion 4. Not all development opportunities are attractive to traditional for-profit developers; however, the county’s goal should be to help attract developers through the use of neighborhood-level implementation planning. The preparation of neighborhood level plans should create parcel-level identification of existing conditions, project specific site development planning, and package short-range development opportunities.

■■ Use neighborhood-level planning as a tool to design and implement catalyst projects.

■■ Identify best practices throughout Subregion 4 and expand into other communities.

■■ Reduce development risk as a way to encourage private sector investment into housing development and neighborhood stabilization. ■■ Reduce high concentrations of distressed, low-income rental housing through public/ private partnerships for acquisition, rehabilitation, or demolition through county housing programs and private sector redevelopment efforts.

■■ Offer residents of distressed housing alternative housing in existing and newly rehabilitated properties. ■■ Create harmonious communities for people of all incomes.

Policy 1

Expand opportunities for and preserve home ownership at a range of price points without negatively impacting the suburban character of the existing neighborhoods.

Strategies

■■ Develop and implement funding strategies for single-family rehabilitation programs that retain and attract moderate-income homeowners.

■■ Provide financial incentives to support first-time homeowners. Approved Subregion 4 Master Plan and Sectional Map Amendment

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■■ Establish housing development guidelines to ensure the architectural elements of the surrounding community are incorporated into new projects.

■■ Establish neighborhood development guidelines to promote site plans that incorporate urban and suburban characteristics through lowerdensity developments and the use of open space and infrastructure improvements that promote pedestrian linkages to retail and mass transit.

■■ Ensure that development proposals for the centers are compatible in scale and incorporate vehicular and pedestrian connections to adjacent residential areas. ■■ Work with area employers to design incentives (e.g., down payment and closing cost assistance, on-the-job home ownership counseling, etc.) to promote home ownership close to work. ■■ Seek opportunities with the Department of Housing and Community Development to invest in new housing by providing financial incentives for the development of mixedincome housing, inclusive of workforce and starter-home ownership and rental units.

■■ Prepare a Subregion 4 marketing campaign that “brands” the subregion and promotes it as a great place to live, work, and play.

■■ Explore programs to assist existing homeowners, especially senior citizens, in priority redevelopment and conservation areas.

Policy 2

Ensure that infill is compatible with surrounding neighborhoods.

Strategies

■■ Provide design assistance to business or property owners to complete façade renovations that meet established design criteria.

■■ Establish design guidelines to encourage architectural sensitivity within housing rehabilitation standards as part of the overall approach to both minor and major rehabilitation of existing housing.

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Policy 3 Design and incorporate a capacity building component into all neighborhood revitalization strategies.

Strategies

■■ Encourage for-profit developers to collaborate with community-based organizations that provide counseling services to support both homebuyers and renters.

■■ Prioritize the use of financing and development subsidies that encourage joint ventures between nonprofit and for-profit developers. Highest priority should be given to projects that leverage the involvement of conventional lenders. ■■ Sponsor training for neighborhood-based organizations.

■■ Require developers to submit a public involvement strategy that identifies how stakeholders are impacted by their proposed development. ■■ Conduct a series of workshops designed to build the capacity of existing neighborhood organizations in support of the Subregion 4 Master Plan and its recommendations.

Policy 4

Reduce high concentrations of foreclosed and abandoned properties as part of overall housing and neighborhood stabilization strategies.

Strategies

■■ Provide home ownership and financial training and counseling, both before and after the purchase, for current area renters wishing to purchase homes. ■■ Provide foreclosure prevention counseling and assistance for existing homeowners.

■■ Assess the county’s Neighborhood Stabilization Program to determine areas of greatest need based on subprime lending and foreclosures within Subregion 4. ■■ Encourage the use of local and state housing and development funding within areas where the U.S. Department of Housing and Urban Development’s Neighborhood Stabilization Program funding will be spent.

■■ Develop relationships with lenders holding foreclosed properties as a basis for identifying vacant and abandoned properties that can be acquired, renovated, and marketed to low- to moderate-income homeowners and affordable housing renters.

Policy 5

Transit-oriented development (TOD) should include strategies for adjoining older neighborhoods within a one-mile radius of proposed growth center developments sites.

Strategies

■■ Establish business improvement districts as a means of building the capacity of existing retail business owners located near proposed or existing TOD sites.

■■ Minimize the impact of higher density TOD on existing neighborhoods by creating appropriate buffers between new development projects and mature neighborhoods.

■■ Encourage the redevelopment of older neighborhoods within close proximity to new TOD; solicitations to development partners should be packaged in a manner that encourages developers to partner with community-based organizations to facilitate development of older adjoining neighborhoods within a one-mile radius of the development site.

■■ Develop a retention strategy to work with residents who might be displaced by future development to relocate to housing units in the plan area and vicinity.

Policy 6

Create a Subregion 4 CDC to structure partnership opportunities and to deliver technical assistance to neighborhood groups, local nonprofit development organizations, and for-profit developers.

Strategies

■■ Provide financial incentives that encourage investor-owners to reinvest in their property without passing the cost of reinvestment to lower-income tenants.

■■ Link identification of code violations with financial incentives and technical assistance to encourage property owners to reinvest and correct outstanding code violations.

■■ “Write down” the cost of land as a form of subsidy to support affordable housing development. This tactic is part of the Subregion 4 nonprofit development financing strategy.

HOUSING AND NEIGH.CONS.

■■ Prepare a solicitation to find qualified development partners to plan and develop a mixed-use neighborhood that includes retail, home ownership, and rental properties.

■■ Establish a land bank to hold property, clear title, and package land development proposals.

Policy 7

Focus on strategic roles for property management and support services, specifically pertaining to the implementation of programs for resident engagement, community building, and inclusive governance.

Strategies

■■ Provide opportunities for residents to engage with one another. ■■ Establish cultural awareness programs.

■■ Provide jobs and training opportunities for local residents.

■■ Provide homeowners with training and education on the importance of maintaining their property. ■■ Provide a safe, healthy environment for people to live, work, and visit. This includes providing security, when necessary, and maintaining grounds.

■■ Establish a policy on dealing with problem residents and make sure it is consistently applied. Residents should be encouraged to first communicate with their neighbors if problems arise before bringing these problems to property managers. Mediation should occur if a solution cannot be reached. Finally, if problems are severe, eviction can and should be applied. ■■ Ensure that rules and regulations are equally applied to residents and that all individuals can

■■ Acquire land and partake in land assemblage for disposition and use by nonprofit or for-profit developers. Approved Subregion 4 Master Plan and Sectional Map Amendment

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access decision-making entities, such as condo associations.

■■ Establish and enforce equal expectations as to appropriate behavior, how to maintain units, and basic rules of respect and community living for all renters or homeowners to ensure successful integration of residents.

Policy 8

Create a CDC to assist with community building and work with housing management companies, homeowners associations, and developers to ensure harmonious living for people of all incomes.

Strategies

■■ Coordinate partnerships working to achieve community building and engagement objectives in the most effective way possible. ■■ Identify problems when they arise and communicate them early to partners before problems become unmanageable. ■■ Share information with stakeholders and partners to improve working arrangements.

■■ Ensure that property management companies are well-managed and deliver high-quality, costeffective services for residents. Property managers of rental buildings and condos should function as community builders, not simply as rent collectors, grounds maintenance, or problem solvers.

Policy 9

Commit to providing for the housing needs of the population of Subregion 4 and creating harmonious communities for people of all income levels through community building.

Strategies

■■ Improve the physical appearance of the area and the quality of life for its residents in order to make Subregion 4 a place where residents and business owners are proud to work and live.

■■ Ensure that new development and redevelopment of mixed-income communities are equitable and that the physical appearance of market rate and subsidized housing is virtually indistinguishable from the outside. A mix of units should be developed throughout the neighborhood and on each block as opposed to variation by block.

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■■ Ensure that there are not any architectural barriers to enabling and enhancing a sense of community.

■■ Ensure that there is a one-for-one replacement of affordable housing units in mixed-income redevelopments.

Creation of a Community Development Corporation

The most promising alternative model to direct governmental administration of community development programs has been that of CDCs. Unlike government, CDCs can respond quickly to the development opportunities offered by a changing marketplace. They also can mix and match programs to respond to the multiple needs within a neighborhood more easily than local government. In recent years, CDCs have received major attention from government and private funders as a promising way to improve urban neighborhoods and the lives of those who live in them. These groups are nonprofit, community-controlled real estate development organizations dedicated to the revitalization of low- to moderate-income, middle-income, and in some cases higher-income neighborhoods. They often undertake physical revitalization, economic development, provision of social services, and organization and advocacy activities. Because public services for lower income communities are fragmented across multiple agencies and levels of government, CDCs often are the only institutions with a comprehensive and coordinated program agenda. CDCs, as an industry, made strong gains in their number, size, outputs, and contributions to neighborhood revitalization over the 1990s. In the 2000s, they increased their ability to influence neighborhood markets and to respond to neighborhood problems. They expanded their physical revitalization activities and began to pursue more comprehensive approaches to community improvement. These advances were largely the result of an institutional revolution within most major U.S. cities. Support for CDC initiatives had been largely ad hoc and poorly coordinated before 1990. By the decade’s end, support for CDCs had become more rational, entrenched, and effective.

CDC Objectives The housing and neighborhood development priority objectives of the Subregion 4 plan that a CDC would serve are: ■■ Acquisition and renovation of bank-foreclosed, tax-foreclosed, and government-owned property. Although initial progress can be slow, CDCs could be a key source to redeveloping these properties.

skills development, youth employment and training, leadership training).

■■ Facilitation of open space development (e.g., community gardens, park improvements, greenway development).

HOUSING AND NEIGH.CONS.

■■ Preservation of affordable housing, principally tax-credit projects and expiring-use Section 8 projects. Successful CDC involvement in acquisition of these projects from for-profit owners is critical to their continuing ability to serve the low-income housing market.

■■ Development of community facilities with a diversified approach to neighborhood change, including social services, education, workforce, and youth development programs.

■■ Commercial revitalization, supported by new federal tax credits for economic development projects, and building on recent moves by some CDCs to support retail strip improvements as a missing component of overall neighborhood revitalization strategies. ■■ Development of new housing for both home ownership and rental.

■■ Planning and organizing activities to meet community needs (e.g., neighborhood planning, community organizing and advocacy, neighborhood cleanup, community safety or any program requiring active participation of community stakeholders). ■■ Establishment of programs to assist homeowners (e.g., down payment assistance, pre-purchase counseling, post-purchase counseling, individual development accounts, emergency repair, housing rehabilitation, or any program to help support or increase home ownership and neighborhood stabilization). ■■ Assistance in commercial development (e.g., business technical assistance, commercial building renovation).

■■ Establishment of programs for workforce and youth development (e.g., job readiness training, Approved Subregion 4 Master Plan and Sectional Map Amendment

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Part IV: Community Development and Character Housing and Neighborhood Conservation

Chapter

Historic Preservation

S U B R E G I O N

M A S T E R

Introduction Historic resources within communities provide a “sense of place,” and preserving a community’s heritage involves a shared commitment from private property owners and the public sector. Places where a shared heritage is embodied in collections of buildings and landscape features deserve recognition and appreciation.

Background Prince George’s County has three categories of historic status:

P L A N

■■ Historic resource—an area of land or a structure significant for national, state, or local history, architecture, archeology, or culture. Historic resources include those that have been documented but have not been elevated to historic site status. ■■ Historic site—an individual historic resource that has been evaluated and found to be significant based on the county’s historic

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HISTORIC PRESERVATION

preservation ordinance. Approval from the Prince George’s County Historic Preservation Commission (HPC) is required before any changes can be made to the exterior features of a building or environmental setting of a historic site.

■■ Historic district—a group of historic resources comprising two or more properties found to be significant. A county historic district is protected by the historic preservation ordinance due to its significance as a cohesive unit and contribution in terms of architectural, archeological, or cultural value.

In addition to the three categories regulated by Subtitle 29 of the Prince George’s County Code, the Historic Preservation Section of M-NCPPC’s Planning Department maintains a list of documented properties. Those properties have been surveyed and documented but are not included in the county’s inventory of historic resources and are not subject to the historic preservation ordinance.

Stewardship of designated historic sites is valued by the county. Historic preservation issues that should be addressed include the preservation and enhancement of community character through adoption of historic or architectural conservation districts. Façade improvement and interpretive signage programs should also be considered. A historic district is a geographic area that comprises a contiguous group of buildings, structures, or sites of architectural, historical, or cultural importance, united by past events or aesthetically by physical development. There are two categories of historic districts: county designated and National Register designated. County historic districts are established through the provisions of Subtitle 29 of the County Code. Designation of a county historic district establishes the authority of the Prince George’s County HPC to review alterations and new construction in the

288

historic district in order to preserve, protect, and enhance its historic character. Historic districts may encompass a neighborhood, parts of a neighborhood, a town, a city, or a rural community. A National Register historic district provides recognition and prestige because the area has been determined to meet federal standards of eligibility but does not provide for a design review process. The National Register of Historic Places1 is a list of significant places in American history, architecture, archeology, engineering, and culture on a national, state, or local level; places may be a district, site, building, structure, or object acknowledged by the federal government as worthy of recognition and preservation. Established in 1935 by an act of Congress and expanded under the National Historic Preservation Act of 1966, the National Register program is administered by the National Park Service. If a group of properties with similar characteristics does not qualify as a county historic district or National Register district, it may be considered for designation as a county architectural conservation district under Sections 27-213.18 through 27‑213.22 of the Prince George’s County Zoning Ordinance. An architectural conservation district must include at least ten contiguous acres and possess design characteristics that distinguish it from other areas of the county. At least 20 percent of residents and business owners must petition the District Council for designation, or a municipality may request designation. If the proposed district is found to qualify, the District Council will instruct the Planning Board to prepare an architectural conservation plan, which will contain a land use inventory, an architectural survey, and proposed design regulations for the area. Once the District Council adopts the architectural conservation plan and authorizes the historic district, any work on a district property that will affect a building’s exterior appearance must be evaluated by staff against the

The National Register of Historic Places is the U.S. Government’s list of the cultural resources that are significant at the national, state or local level. Listing in the National Register is achieved through a federally legislated nomination process. Listing provides recognition and establishes a review process if federal or state funding or licensing would affect the property. It is expected that specific proposals regarding the evaluation and designation of individual properties will be made through the update to the county’s Historic Sites and Districts Plan, a planning process that began in November 2008. Part IV: Community Development and Character Historic Preservation

8 SS 8 S 8 8S S 8N8 8N 8S 8N 8S N8 R 8 S S 8 S SS NS 88 SS 8 S8 8S 8SRS SS8 8 8 8S R 8 R 8 S8 R R R 8 8 SS S R 8 S 8 8 8NS8S 8R S 8 8S 88N8N8N S8 S 8 8S 8S 8 8SS8 S R S R 8 8N 8S 8S 8S 8S R 8 S 88 S 8N R 8 8N 50 8S olumbia Park Rd 8S

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202

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M ar tin

HISTORIC PRESERVATION

organ Garrett A M

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495

Dr bles Bishop Pee

8N S 8 8S 214

Central Ave

NORTH

La nd ov er Rd

Sheriff Rd

8S 8S Hill R 8RN 88 SR d R R 8 R 8 t Dr 8 8 SR8 n R 8 a S R s 8 R N 88 ea R 8 8S R 8RS Seat Pl 8 8S

8N National Register 8S Historic Site 8R Historic Resource

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Map 11-1: Historic Features

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way d Park Suitlan

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Table 11-1: Historic Resources, Historic Sites, Documented Properties, and Survey Areas

290

Historic Properties by Location

Status

72-001

72-007-00 72-007-01

HS HS

72-008 72-006 72-010 72-011 75A-001 75A-028

HS HS HS HS HS HS

72-009-00 72-009-09 72-009-17 72-009-19 72-009-24 72-009-27 72-009-30 72-009-33 72-009-48

D HS HR HR HS D D D D

72-002 72-004 72-005 72-016 72-021

HS HS HS HS HS

72-026 72-052 72-055 72-056 72-057

D D D D D

Property Name Cheverly Vicinity Wilson Station Radio Tower Seat Pleasant Vicinity Seat Pleasant Survey Area Old St. Margaret's Catholic Church Capitol Heights Vicinity Addison Chapel Carmody House Van Horn-Mitchell House Mallery House at Beaver Heights Concord Ridgeley School Fairmount Heights Vicinity Fairmount Heights Survey Area Fairmount Heights School Samuel Hargrove House W. Sidney Pittman House James F. Armstrong House Towles-Brooks House Isaac Brown House Henry Pinckney House Dorsey-Bush House Landover Vicinity Beall's Pleasure Waring's Grove Ridgely Methodist Church Webb-Brown House Highland Park School Glenarden Vicinity Glenarden Survey Area 8622 Johnson Avenue 7941 Piedmont Avenue Summer Acres Smith’s Barber Shop

Part IV: Community Development and Character Historic Preservation

Property Address or Area 8900 block of Old Landover Road multiple addresses 6020 Addison Road 5610 Addison Road 6808 Drylog Street 4706 Mann Street 1407 Beaver Heights Lane 8000 Walker Mill Road 8507 Central Avenue multiple addresses 737 61st Avenue 5907 K Street 505 Eastern Avenue 908 59th Avenue 708 59th Avenue 715 59th Place 608 60th Place 5603 Addison Road 2900 Beall's Pleasure Lane 900 Brightseat Road 8900 Central Avenue 7600 Willow Hill Drive 6501 Lowland Drive multiple addresses 8622 Johnson Avenue 7941 Piedmont Avenue 334-416 Brightseat Road 7907 MLK, Jr. Highway

(Cont’d) Table 11-1: Historic Resources, Historic Sites, Documented Properties, and Survey Areas Historic Properties by Location

Status

75A-006 75A-007 75A-008

HR HR HR

75A-057

75A-058

75A-021

Property Name

Property Address or Area

Forestville Vicinity Epiphany Church & Cemetery 3111 Ritchie Road Forestville School 3101 Ritchie Road Forestville M. E. Church Site & Cemetery 3111 Forestville Road District Heights Vicinity District Heights Survey Area multiple addresses Boulevard Heights and Bradbury Heights Boulevard Heights and Bradbury Heights multiple addresses Suitland vicinity Suitland House 4510 Suitland Road Source: M-NCPPC.

Historic Sites and Resources Individual historic sites and resources that have been included in the Prince George’s County Historic Sites and Districts Plan are within Fairmount Heights and Seat Pleasant. Other communities have concentrations of historic resources and documented historic properties that may meet historic district criteria either for county historic district designation under the Prince George’s County Historic Preservation Ordinance (Subtitle 29) or for listing in the National Register of Historic Places. Documented historic survey areas in Subregion 4 include Fairmount Heights, Seat Pleasant, Glenarden, Bradbury Heights, Boulevard Heights, and District Heights. Chapter 5 (Living Areas and Industrial Centers) includes maps of each historic survey area and a brief description of the historically significant character and development of each area. Historic sites in the Subregion 4 area are Beall’s Pleasure and Addison’s Chapel.

HISTORIC PRESERVATION

design regulations contained within the architectural conservation plan before a building or grading permit can be issued. Establishing architectural conservation districts may be an effective means of enhancing the architectural and character-defining features of an area without the level of review associated with county historic district designation.

Beall’s Pleasure is located off MD 202, directly opposite the Kent Village Shopping Center. “Beall’s Pleasure” was the name of an original land grant of 500 acres, issued in 1706 to Colonel Ninian Beall, often referred to as the founder of the Presbyterian Church in this country. The house of brick Georgian architecture was built in approximately 1795 by Benjamin Stoddert, the country’s first Secretary of the Navy, who purchased the land in 1794 and added 2,000 acres of rolling country to his original purchase. Addison’s Chapel (also known as St. Matthew’s Church) is located on Addison Road, north of Martin Luther King, Jr. Highway. It was built in 1667 on a tract of land donated by John Boacher, a Tory, who was rector before leaving the province at the outbreak of the American Revolution. None of the markers in the church cemetery dates back to the beginning of the church, but Benjamin Stoddert died in 1813 and was buried there. Three historic sites in Subregion 4 are owned by the federal government or M-NCPPC: Suitland House (75A-021), a Colonial Revival-style house used by the General Services Administration as offices; Concord (75A-001), owned by M-NCPPC and currently vacant; and the Ridgeley School (75A-028), which is being transferred from the Board of Education to M-NCPPC and will become a museum and community center. Approved Subregion 4 Master Plan and Sectional Map Amendment

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There are no designated historic sites or historic resources in Capitol Heights, Boulevard Heights, or Bradbury Heights. There are currently no designated historic resources in Seat Pleasant; there is one historic site: ■■ 72-007-01, St. Margaret’s Catholic Church (Old), 6020 Addison Road Fairmount Heights contains two historic sites and two historic resources: ■■ 72-009-09, Fairmount Heights School, 737 61st Avenue

■■ 72-009-24, James F. Armstrong House, 908 59th Avenue ■■ 72-009-17, Samuel Hargrove House, 5907 K Street

■■ 72-009-18, William Sidney and Portia Washington Pittman House, 505 Eastern Avenue There are no designated historic sites or districts in Glenarden. Several properties are in the process of being documented. They include: ■■ 72-052, 8622 Johnson Avenue

■■ 72-055, 7941 Piedmont Avenue

■■ 72-056, Summer Acres, 334-416 Brightseat Road ■■ 72-060, Smith’s Barbershop, 7907 Martin Luther King, Jr., Highway

There are currently no designated historic sites or historic resources in District Heights.

72-009-24 James F. Armstrong House

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Part IV: Community Development and Character Historic Preservation

The Ridgley* Family For over 100 years, members of the Ridgley family have been prominent African-American citizens and landowners influencing history, education, community, and land development on both sides of Central Avenue where it joins Ritchie Road. The allied themes of family, faith, community, and education are represented by the Ridgley farm, church, and school. Together they tell a compelling story about African-Americans establishing their place in the American landscape through hard work, perseverance, and acumen. Lewis Ridgley was born c. 1831. After being drafted in the Civil War, in 1871 he entered into an agreement, together with his wife Mary, to purchase 52 acres of land for cultivating tobacco at the northwest corner of what is now Morgan Boulevard and Central Avenue (MD 214). The land was owned and the mortgage was held by Thomas and Bettie Berry of Concord, a plantation that once comprised 1,426 acres. In the same month of that year, the Berrys conveyed to Ridgley, Joseph Beall, and Richard Cook as trustees one-half acre of land more than threequarters of a mile east of the Ridgley farm “provided the said premises shall be kept and used as a place of divine worship for the use of the ministry and members of the Methodist Episcopal Church.” Shortly thereafter the community built what became known as Ridgley Methodist Church (now known as 8900 Central Avenue) and burials were placed nearby. The Hopkins map of 1878 clearly shows the church and a property owned or occupied by “L. Ridgely.” In 1892 Bettie Berry, now widowed, sold to Ridgley and four other black trustees an additional acre of land joining the church lot to the west. An expanded graveyard was begun at the western edge of this property. In 1921 the original church was destroyed by fire and the present church was built. It stands on the one acre parcel, a short distance west of the original church. The church and cemetery were designated a Prince George’s County historic site in 1981. When Central Avenue was widened in 1986, the church was moved to a new foundation slightly northeast of its original location. In 2005 the Ridgley Methodist Church and Cemetery was listed in the National Register of Historic Places. *Alternate spellings of Ridgley include Ridgeley and Ridgely.

According to some accounts, Lewis Ridgley was a former enslaved person who had worked for the Berrys; Ridgley may have been working and living on their land before entering into the agreement with them. Arthur Ridgley, Sr., the son of Lewis and Mary Ridgley, eventually acquired in 1929 a clear title to the 52-acre tract containing the Ridgley farm. Arthur Ridgley and his wife, Mary Eliza Dyson Ridgley, raised 13 children on the Ridgley farm. The main crop was tobacco, but there were also five acres of lilacs that were taken to market and sold on Central Avenue. Mary Eliza Ridgley used the money from selling string beans, vegetables, and poultry to buy more land, purchasing five and onethird acres on the south side of Central Avenue to the east of Ritchie Road.

Ridgeley Rosenwald School Project History

The historic Ridgeley Rosenwald School, located at 8507 Central Avenue, is one of Prince George’s County’s hidden treasures and an important landmark in the movement to educate African-American children. Ridgeley School was built in 1927 on two acres of land deeded to the BOE by Mary Eliza Ridgley. The school was partially funded by the Rosenwald Fund, a program initiated in 1917 by Julius Rosenwald, president of Sears, Roebuck and Company in association with Booker T. Washington, the founder of the Tuskegee Institute. The Rosenwald Fund contributed to the construction of 4,977 schools for the education of African-

Twenty-seven Rosenwald Schools were built in Prince George’s County; however, only nine are still standing. Of the nine surviving schools, Ridgeley School is considered to be the closest to its original configuration. Currently, BOE utilizes the site as a bus lot and the school building for office space; however, soon BOE will vacate the site and transfer the property to M-NCPPC for the purpose of rehabilitating the school building. A multi-agency project team has been planning for the rehabilitation of Ridgeley School since 2004. The team is made up of historic preservation groups and planners; representatives of the County Executive, PGCPS and BOE; Prince George’s County Council members; M-NCPPC; the Mildred Ridgley Gray Charitable Trust, Inc.; members of the Prince George’s County Alumnae Chapter of Delta Sigma Theta Sorority, Inc.; community activists; and Mrs. Mildred Ridgley Gray, a Ridgley descendant, alumna, and educator. The rehabilitation of Ridgeley School is scheduled to be complete by spring 2011.

HISTORIC PRESERVATION

In 1927 the Prince George’s County Board of Education (BOE) received a request from the then-called “Ridgeley colored school” asking that a new building be erected. The building was also known as the “Benevolent Hall” or the “Colored Hall.” Arthur Ridgley, Sr., offered to exchange two acres of land approximately 400 feet off Central Avenue (with a deeded right-of-way) with the BOE for a one-acre tract fronting directly on Central Avenue. The board constructed the new Ridgeley School on the two-acre tract, in part funded by the Rosenwald School program. That building served as an elementary school for more than 20 years; then it was used for the education of special-needs children in the 1950s.

American children in 15 southern states throughout the country.

The Project Summary

■■ Stabilize the original school building

■■ Implement site improvements, landscaping, historic markers, and parking.

■■ Renovate 1940s addition as community meeting area. ■■ Recreate original 1927 classroom as a permanent classroom exhibit ■■ Renovate current office areas as community exhibit areas.

Project Vision

To rehabilitate the Ridgeley Rosenwald School from a state of disrepair and, through adaptive reuse, transform it into a vibrant educational facility that will serve as a new heritage museum and meeting place for the community.

Recommendations

■■ Utilize urban design strategies, in addition to signage, paving, decorative lighting, and streetscape amenities, to communicate, link, and highlight Approved Subregion 4 Master Plan and Sectional Map Amendment

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the historic significance of the Ridgeley properties along Central Avenue between Jonquil Avenue and the Capital Beltway.

■■ Develop a historic preservation overlay when creating the Morgan Boulevard regulating plan that identifies significant properties and structures for preservation, protection, or emphasis. ■■ Consider branding the section of Central Avenue as the Ridgeley Heritage Corridor.

Ridgeley Farm

Ridgeley Bus Lot, Prince George’s County Public Schools.

■■ Consider investigating and evaluating the house at 7900 Central Avenue for its historic/architectural significance or for purposes of documentation. ■■ Recommend the following when private development or redevelopment occurs:

◊ Reinforce the Ridgeley heritage by re-

identifying and re-branding the Jonquil Avenue neighborhood by its original name of Ridgeley Manor.

◊ Use the Ridgeley name for streets, plazas, parks, etc.

◊ Install displays in public areas located on the

redeveloped site that interpret the history of the property and link it to the Ridgeley Rosenwald School and the Ridgeley Church.

◊ Reconstruct a replica of the tobacco barn

in its original location when the area is redeveloped. The structure could be used as a farmers’ market and community space for other events, such as concerts, and would provide a tangible reminder of the property’s history.

Ridgeley Rosenwald School

■■ Consider evaluating the school for nomination to the National Register of Historic Places for the purposes of recognition and prestige. ■■ Consider securing parcel 59, 8505 Central Avenue, as open space so the school can better retain its historic environmental setting. Proposed floor plan for the Ridgeley Rosenwald School.

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■■ Continue with plans to restore the school as a museum and community center.

Ridgeley Church ■■ Encourage the church to secure the adjacent wooded parcels as open space so the church can better retain its historic environmental setting.

Potential Historic Designations in District Heights The District Heights Apartments (now known as the Woodland Springs Apartments) is eligible for listing in the National Register of Historic Places. The Colonial Revival-style garden-apartment complex is eligible for listing in the National Register under the “Multiple Property Document Apartment Buildings and Garden-Apartment Complexes in Prince George’s County, Maryland, 1934-1955.”

The District Heights Apartments is one of the best examples of garden-apartment complexes constructed after World War II and is a representative example of mid-twentieth century housing built in Prince George’s County. These apartments were constructed in phases in response to the large number of returning veterans and increasing number of federal employees relocating to the Washington metropolitan area. Located within the Town of District Heights, the apartment complex provided a modest alternative to the single-family housing that dominated the residential neighborhood. Its location off of Marlboro Pike and an established bus route made the apartments a convenient, affordable housing alternative. The design and location of the District Heights Apartments exemplifies the formula established by the Federal Housing Administration (FHA) for successful, mortgage-insured, gardenapartment complexes. The District Heights Apartments meets Criterion A of the National Register of Historic Places as an example of the garden-apartment movement that greatly affected community planning and development in the United States from the 1930s until the 1950s and, more specifically, in Prince George’s County,

Typical of FHA-funded complexes, the District Heights Apartments were designed to take advantage of the rolling topography of the land and were nestled within the small hills to create a village-like setting. The District Heights Apartments meets Criterion C as a garden-apartment complex that reflects the design influence of the FHA. The Colonial Revival-style design of the buildings reflects the FHA’s unstated preference for the Colonial Revival style.

Goals

■■ Protect and preserve the historic properties in Subregion 4.

■■ Recognize and promote historic sites and their environmental settings for the historical, archeological, and architectural significance to their communities.

HISTORIC PRESERVATION

The apartment complex was constructed from 1949 through 1951 by Washington Estates, Inc. The property consists of 46 apartment buildings, a clubhouse, pool, basketball court, and several playgrounds.

from 1934 to 1955. The size, scale, and form of the apartments reflect the influence of the FHA’s guidelines for garden-apartment complexes.

■■ Encourage the stewardship and adaptive reuse of historically significant properties.

■■ Increase public knowledge of the region’s cultural and historic assets and historic preservation procedures.

Policy 1

Evaluate resources and survey areas for consideration as historic sites, historic districts, or as architectural conservation districts.

Strategies

■■ Support historic resource and historic community documentation and designation as part of the update to the Prince George’s County Historic Sites and Districts Plan. ■■ Identify and evaluate all historic resources, documented properties, and community survey areas that meet the criteria of the historic preservation ordinance.

■■ Evaluate architectural conservation district techniques for potential use in communities that are not eligible for historic district designation.

■■ Protect existing and potential historic resources and historic sites from incompatible development.

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■■ Consider whether portions of these communities merit designation as local historic districts or as architectural conservation districts, or merit listing in the National Register of Historic Places, based on recently completed surveys of Fairmount Heights, Seat Pleasant, Glenarden, Bradbury Heights, Boulevard Heights, and District Heights. ■■ Consider listing District Heights Apartments (6804 District Heights Parkway) on the National Register of Historic Places.

Policy 2

Explore partnerships and leveraging resources to maximize the potential of underutilized historic properties.

Strategies

■■ Promote county, state, and federal preservation tax incentives for historic sites and National Register properties by distributing information about these programs to owners of historic properties. ■■ Encourage historic property owners to pursue financial support through such mechanisms as the Prince George’s County Historic Property Grant Program.

■■ Develop a policy to acknowledge shared heritage themes, perhaps through signage and web sites, in those communities where recognition is desired but historic designations are either unwarranted or not desired by residents.

Policy 3

Educate property owners about the history of their community and about appropriate maintenance, conservation, and rehabilitation of their properties to promote the protection of historic sites and resources and the importance of these resources to the community.

Strategies

■■ Educate property owners, realtors, and others about available county, state, and federal tax credits and grant programs for rehabilitation and maintenance of historic properties. ■■ Participate and tie into regional, state, and national programs related to cultural heritage and historic preservation.

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■■ Educate the community on the historic designation process to ensure design review and community input before proposals for alterations or new construction are approved.

Policy 4

Implement planning recommendations that improve the visibility and access to historic sites and resources.

Strategies

■■ Develop pedestrian and other physical linkages among historic sites to enhance their accessibility and visitation and to promote public awareness about them. ■■ Incorporate the region’s historic, cultural, and recreational assets into land use planning and the local resource-based economy to support a sustainable way of life. ■■ Promote economic development through incorporating historic resources as a heritage tourism opportunity.

Policy 5

Assure that the regulatory framework is adequate to protect historic sites and resources.

Strategies

■■ Amend the zoning ordinance to require an archeological survey as an early stage of the development process.

■■ Amend the zoning ordinance to protect viewsheds surrounding historic sites. ■■ Establish density credits or tax credits for retention of open space and viewsheds around historic sites. ■■ Freeze increases in tax assessments following restoration projects.

Chapter

Urban Design

S U B R E G I O N

4 A goal of the Subregion 4 Master Plan is to identify key areas of opportunity in each of the three geographic zones (i.e., six living areas) and provide concept plans that demonstrate and apply sustainable infill development principles. Upon further analysis of the documented conditions, a number of opportunity sites were identified in each living area zone that could serve as pilot areas for redevelopment or revitalization initiatives. Pilot areas were identified based on particular physical opportunities that were recognized or based on key needs, such as the existing condition of housing, commercial, or employment properties, as well as from the community’s input during a series of meetings. Opportunity/pilot areas build upon the strengths of on-going or completed catalyst projects. Focusing on small, highly visible areas can also help improve the overall visual and aesthetic quality, which in turn can raise neighborhood pride.

P L A N

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M A S T E R

Introduction

■■ Provide a mix of land uses.

■■ Take advantage of compact building design. ■■ Create housing opportunities and choices. ■■ Create walkable communities.

■■ Foster distinctive, attractive communities with a strong sense of plan. ■■ Preserve open space, farmland, natural beauty, and critical environmental areas. ■■ Provide a variety of transportation options.

■■ Strengthen and direct development to existing communities. ■■ Make development decisions predictable, fair, and cost effective. Example of a walkable neighborhood commercial area

■■ Encourage community and stakeholder collaboration in development decisions.

Outlined below are the nine opportunity sites identified for further study and action: 1. Martin Luther King Jr Highway/Glenarden City revitalization.

2. FedEx Field parking area redevelopment initiative. 3. Central Avenue between Norair Avenue and Brightseat Road redevelopment. 4. Sheriff Road and Eastern Avenue redevelopment.

5. Marblewood Avenue industrial area redevelopment. 6. Sheriff Road and Martin Luther King Jr Highway redevelopment.

7. Martin Luther King Jr Highway/Seat Pleasant/Fairmount Heights revitalization. 8. Donnell Drive mixed-use village center. Example of a lively evening streetscape The concept plans developed for each of the opportunity sites are described in more detail in the following pages. Although each site and design is unique, the applied principles remain the same and reinforce the smart growth principles regarding new development, infill development, and redevelopment established by the Maryland Department of Planning:

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9. Forestville/Ritchie Road industrial/business park development.

The road connections in each plan are shown for illustrative purposes. Any new road connections need to be studied further for feasibility and impact, including the impact on residential streets.

Map 12-1: Subregion 4 Living Area Zones and Opportunity Concept Areas

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Opportunity Site 1 (Zone 1) Martin Luther King Jr Highway/ Glenarden City Revitalization Vision

The eastern portion of the Martin Luther King Jr Highway corridor is envisioned as the gateway to Glenarden and the other Subregion 4 neighborhoods to the west. The redeveloped corridor is proposed to be a primarily residential area with numerous housing options that complement existing amenities and landmarks of the established neighborhood. The southeastern edge of the corridor will be anchored by an expanded civic/institutional campus. Improved commercial uses will anchor the western edge of the corridor.

Redevelopment/Urban Design Approach

Martin Luther King Jr Highway, within the town limits of Glenarden, is a six-lane highway with a concrete median. The corridor contains a mixture of civic, religious, commercial, and multifamily uses interspersed between surface parking lots and vacant parcels. Buildings are sited a great distance from the street right-of-way. The concept plan for the new image of Martin Luther King Jr Highway emerged as a result of a series of goals that were discussed during the community input process. The illustrated site plan, based on these discussions, proposes a denser, pedestrian-friendly area. Martin Luther King Jr Highway is rebranded as a tree-lined boulevard that serves as a gateway to the City of Glenarden. The civic character of the area is preserved and reinforced with the proposal of additional civic facilities that anchor the existing Glenarden Municipal Center. Existing public amenities, such as the Martin Luther King Jr, and Glenarden Community Parks, are enhanced by the introduction of new residential uses fronting these green spaces. New commercial uses are introduced along the eastern edge of the boulevard to bolster the existing successful commercial, employment, and research and development center near the intersection with Hubbard Road (see Map 12-2 on page 305).

Goals ■■ Determine the best mix of land uses, densities, and design features needed to create a unique sense of place for the established community.

■■ Develop a hierarchy of commercial-serving areas that balance the needs of residents, transit riders, and regional traffic.

■■ Reinforce the sustainability of the municipalities by promoting commercial mixed-use development and public realm improvements that enhance the quality of life for residents and people in the immediate surrounding area.

■■ Establish a higher design standard for commercial development and a wider variety and higher quality of businesses throughout the area.

■■ Attract higher quality, desirable uses to the area that meet current community needs or provide a new opportunities for the area.

Policy 1

Develop a new image for Martin Luther King Jr Highway that is inviting to pedestrians and promotes the City of Glenarden. ■■ Provide infill and redevelopment opportunities on Martin Luther King Jr Highway that create a coherent street image. ■■ Create development standards that promote new urbanist principles and encourage new infill to occur closer to and consistently along the build-to line.

■■ Provide for the expansion and concentration of civic facilities in the area.

■■ Provide streetscape improvements that promote a pedestrian-friendly environment. ■■ Provide appropriately designed and furnished bus stops. ■■ Create a well-maintained, planted, tree-lined median, with clearly marked pedestrian crossings.

Policy 2

Provide a variety of housing options compatible in character and scale with the adjacent neighborhoods. ■■ Provide a variety of infill housing types.

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Martin Luther King Jr Boulevard at Glenarden looking west

URBAN DESIGN

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■■ Create better connectivity between the existing parks and neighborhood areas.

Summary of Illustrated Strategies/Elements 1. Rebrand the area as the “Glenarden City Gateway.” 2. Rename Martin Luther King Jr Highway to Martin Luther King Jr Boulevard and implement streetscape improvements, including such elements as sidewalks, street trees, pedestrian lighting, and crosswalks. Multifamily apartments

3. Rezone remnant commercial properties to allow medium-density, multifamily residential uses along the Martin Luther King Jr Boulevard.

■■ Develop infill vacant or underutilized lots (i.e., along Hayes and Church Streets) with singlefamily detached homes.

4. Redevelop the commercial properties facing the Glenarden Community Park into singlefamily attached residential uses.

■■ Provide for the redevelopment and expansion of aging multifamily apartments that adhere to higher design standards.

6. Redevelop the car wash site and surrounding properties at Hubbard Road into a new commercial center.

■■ Provide townhome developments on the vacant sites at the edge of the Glenarden Community Park and adjacent to the First Baptist Church of Glenarden Ministry Center.

5. Relocate the existing storefront church currently located along the corridor to a new prominent location off of the Martin Luther King Jr Boulevard.

Policy 3

7. Retain the commercial, employment, and research and development center at Hubbard Road.

Provide a neighborhood commercial hub that satisfies the area’s needs. ■■ Preserve the commercial, employment, and research and development center at Hubbard Road. ■■ Create a commercial/retail and employment node at the corner of Hubbard Road and Martin Luther King Jr Highway.

■■ Introduce higher signage and maintenance standards that emphasize coherent design for the new commercial areas.

Policy 4

Promote a development pattern that takes advantage of existing area parks and amenities. ■■ Encourage infill housing projects that frame the existing Martin Luther King Jr and Glenarden Community Parks. ■■ Restore and provide for improved maintenance of Martin Luther King Jr Park.

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8. Enhance Martin Luther King Community Center and Park according to Crime Prevention Through Environmental Design principles. 9. Rezone and redevelop the commercial sites backing onto Martin Luther King Jr Park into new single-family, detached residential. 10. Redevelop existing multifamily apartment sites along Hayes Street and Glenarden Parkway into a mix of multifamily residential and single-family homes. 11. Develop new infill multifamily homes east of Johnson Avenue. 12. Rezone and develop the current low-density residential site between Reed Street and Brightseat Road into new infill single-family, attached housing.

Opportunity Site 2 (Zone 1) FedEx Field Parking Area Redevelopment Initiative Vision

The FedEx Field area redevelopment scenario explores the potential of developing the stadium surface parking sites into a new urban, mixed-use neighborhood, anchored around sporting and entertainment events held at the stadium. It is envisioned that the introduction of new streets, interspersed within the existing infrastructure, will create a finely grained street network. Greater street connectivity, small block sizes, a mix of uses, and a variety of housing types will produce a walkable, pedestrian-friendly environment. The vision plan suggests that the north end of the Summerfield Military Housing community may also be integrated into the new district, creating a contemporary, high-density neighborhood within close proximity of the Morgan Boulevard Metro Station.

Redevelopment/Urban Design Approach

FedEx Field will remain the central focal point of redevelopment. The street that rings the stadium, FedEx Way, is proposed to become a main street fronted by mixed-use development. A finely grained network of new streets will allow for multiple housing options. The site’s streams, floodplain zones, and regulated areas based on the Green Infrastructure Plan would be preserved and linked. Additionally, neighborhood pocket parks will be interspersed throughout the area in order to provide for active and passive recreational spaces in close proximity to the residences in the new community. A proposed trail system will connect the new mixed-use village development with the adjacent Prince George’s Sports and Learning Complex, neighboring schools, and local natural amenities.

The concept plan illustrated does not intend to determine every detail related to the redevelopment of the area but portrays a series of goals, policies, and strategies that need to be followed for the area’s (re)development in the future (see Map 12-3 on page 306).

Goals

■■ Determine the best mix of land uses, densities, and design features needed to create a unique sense of place for the established community.

■■ Establish a dense land use development pattern for underutilized sites within close proximity (one mile) of a growth center.

■■ Establish a higher design standard for commercial development and a wider variety and higher quality of businesses throughout the area. ■■ Attract higher quality, desirable uses to the area that meet current community needs or provide new opportunities for the area.

URBAN DESIGN

The proposed new mixed-use village center at FedEx Field is not intended to compete with the activity and development potential of the Morgan Boulevard or the Landover Gateway centers, but rather aims to complement them by providing additional housing options and differences in style and density than what is envisioned for those centers.

In the event that the Redskins move and there is no longer a purpose for the existing stadium, the stadium site, under the proposed plan, may become a central community park. Additionally, the northeast portion of the Summerfield Military Housing area could be developed as a skilled trades center or a community college.

■■ Encourage an environmentally-sensitive approach to future development.

■■ Reinforce the unique and diverse character/ theme districts of the area and reestablish a noteworthy sense of place in each of the Zone 1 neighborhoods. ■■ Reinforce and strengthen visual and pedestrian connectivity between living areas and centers. ■■ Provide the infrastructure needed to enhance walkability, neighborhood linkages, and pedestrian access throughout Zone 1 and Subregion 4.

■■ Design and implement public and private realm spaces that deter crime through the use of defensible space principles.

■■ Establish a continuous network of both natural and manmade open space land uses that create a unique environmental framework/setting for Approved Subregion 4 Master Plan and Sectional Map Amendment

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future development and redevelopment activities.

Policy 1

Develop a mixed-use village center that supports the activity of the FedEx Field stadium and possesses a character that complements the adjacent established areas. ■■ Convert FedEx Way to a main street with a mixture of uses that anchor the stadium.

Mixed-use development character

■■ Develop lower-density residential opportunities closer to the existing residential neighborhoods and higher-density, mixed-use development closer to the stadium. ■■ Provide for an office development along Bishop Peebles Drive. ■■ Provide a variety of housing types that will complement the proposed and existing residential development in the two adjacent centers. ■■ Construct structured and free-standing deck parking that will accommodate parking needs of the new development and the stadium.

Policy 2

Establish new open spaces and a central focal place to help create a sense of place and a stronger sense of community.

Parking deck incorporated in a mixed-use development

■■ Create new neighborhood pocket parks for active recreational spaces that are framed by mixed-use and residential development.

■■ Introduce new streets in order to enhance the existing street network and emphasize the central location of the stadium.

■■ Create a street network framework that could exist even if the stadium site were converted to a central park.

Policy 3

Improve vehicular and pedestrian circulation opportunities and streetscape character. ■■ Preserve and enhance the existing street network by introducing new streets in order to create pedestrian-friendly block sizes. ■■ Provide multiple modes of transportation between destinations.

Neighborhood pocket park

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Map 12-2: Opportunity Site 1—Martin Luther King Jr Highway/Glenarden City Illustrative Concept Plan

URBAN DESIGN

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Map 12-3: Opportunity Site 2—FedEx Field Area Illustrative Concept Plan

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Summary of Illustrated Strategies/Elements 1. Retain the stadium as the centerpiece of a sports and events district with infill development on surrounding surface parking sites. 2. Develop mixed-use, with ground-floor commercial and residential above, surrounding the stadium loop road (FedEx Way).

Surface parking surrounding FedEx Field ■■ Create a trail system that connects adjacent community amenities with the new mixed-use village development and the adjacent existing residential areas.

■■ Provide public sidewalks along existing and proposed streets, especially those sidewalks that will link the site to the Morgan Boulevard Metro Station. ■■ Develop and implement “green streets” programs and initiatives.*

Incorporate the redevelopment of the northern portion of the Summerfield housing in the (re)development plans of the FedEx Field site. ■■ Enhance the existing street network by constructing roads and a bridge that connects the Summerfield housing site with the south portion of the FedEx Field area.

■■ Propose additional streets in order to create smaller-sized blocks and allow for the development of single-family, attached housing compatible in style and scale with the adjacent residential areas.

4. Develop new single-family attached housing as a transition between higher-density, multifamily development and surrounding residential neighborhoods. 5. Replace existing surface parking with new structured parking as redevelopment occurs. 6. Develop infill office space along Bishop Peebles Drive linking with Jericho Campus development potentially incorporating the northern portion of the Summerfield site. 7. Add a local street network and a north/south linkage between Garrett Morgan Boulevard and Paca Elementary School.

URBAN DESIGN

Policy 4

3. Develop multifamily housing surrounding the secondary loop road and lining the Hill Oaks Road and Garrett Morgan Boulevard street approaches.

8. Create new passive urban neighborhood parks with surrounding residential development. 9. Add greenway improvements and trail network extensions where necessary. 10. Develop an alternative option for public use on the Summerfield site (e.g., community college, or other similar use). 11. Develop an option for public open space on the stadium site.

*Green streets are safer, quieter, healthier streets for commuters and residents. Green streets initiatives promote alternative transportation and environmental sustainability and educate communities on the necessity of transportation alternatives. Approved Subregion 4 Master Plan and Sectional Map Amendment

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Opportunity Site 3 (Zone 1) Central Avenue between Norair Avenue and Brightseat Road Redevelopment Vision

The opportunity site, along Central Avenue between Norair Avenue and Brightseat Road, is situated between the Morgan Boulevard and Central Avenue/Capital Beltway nodes. The south side of Central Avenue along this stretch of corridor contains industrial uses, and the north side contains primarily single-family residential structures that have been converted to commercial use. It is envisioned that the north side of Central Avenue will be redeveloped with mixed commercial uses.

Redevelopment/Urban Design Approach

Eslin Street will be extended to meet Central Avenue in order to divide the block into two more pedestrian-friendly lengths. Buildings will be placed closer to the street and parking will be located on the side or rear of the properties. Streetscape enhancements, such as high-quality sidewalks, crosswalks, and lighting, will be evident along the commercial corridor. The one existing building that has a commercial character on the north side of the block will be retained.

Goals

■■ Determine the best mix of land uses, densities, and development/design features needed to create a unique sense of place for the established communities of Zone 1 and Subregion 4. ■■ Develop a hierarchy of commercial-serving areas that balance the needs of residents, transit riders, and regional traffic. ■■ Reinforce the sustainability of existing communities by promoting commercial mixed-use development and public realm improvements that enhance the quality of life for residents and people in the immediate surrounding area. ■■ Establish a higher design standard for commercial development and a wider variety and higher-quality businesses throughout the area.

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■■ Attract higher quality, desirable uses to the area that meet current community needs or provide new opportunities for the area. ■■ Reinforce and strengthen connectivity between living and commercial areas and centers. ■■ Provide the necessary infrastructure to enhance the pedestrian environment.

Policy 1

Develop a new character and image for Central Avenue that is inviting to pedestrians. ■■ Provide infill and redevelopment opportunities on Central Avenue that create a coherent street image. ■■ Create development standards that promote new urbanist principles and encourage new infill to occur closer to and consistently along the build-to line. ■■ Provide for streetscape improvements that promote a pedestrian-friendly environment.

Policy 2

Improve pedestrian circulation and create an appealing streetscape character. ■■ Design and install cohesive and visually interesting sidewalk paving patterns and include site furnishings, lighting, and plantings that invite pedestrians. ■■ Develop and promote “green street” design standards. ■■ Establish and enforce higher maintenance standards. ■■ Create and enforce unified sign design standards for existing and new businesses.

Summary of Illustrated Strategies/Elements 1. Redevelop the existing commercial properties to commercial mixed-use facing Central Avenue with associated parking in the rear.

2. Redevelop the Central Avenue and Brightseat Road gateway parcel for multilevel, commercial mixed-use development. 3. Redevelop the existing residential properties to commercial mixed-use facing Central Avenue with associated parking in the rear. 4. Extend Eslin Street to Central Avenue.

5. Place commercial mixed-use development on the corner of Central and Norair Avenues. 6. Improve the existing community park.

e Norair Av Parks and Open Space

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Map 12-5: Opportunity Site 4—Sheriff Road and Eastern Avenue Illustrative Concept Plan

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Part IV: Community Development and Character Urban Design

7. Design and implement streetscape, crosswalk, and lighting improvements along Central Avenue. 8. Retain the existing employment use along Central Avenue.

Opportunity Site 4 (Zone 2) Sheriff Road and Eastern Avenue Redevelopment Vision

The Sheriff Road area is one of the primary gateways into Prince George’s County from Washington, D.C. The portion of the corridor between Eastern Avenue and Addison Road contains some residential, commercial, and institutional uses and pockets of open space. The blocks along this stretch of the corridor are rather long. It is envisioned that the institutional uses will remain and that commercial mixed uses will be introduced in the open areas between uses to create main street entry to the county.

Redevelopment/Urban Design Approach

Goals

■■ Determine the best mix of land uses, densities, and design features needed to create a unique sense of place for the established community.

■■ Develop a hierarchy of commercial-serving areas that balances the needs of residents, transit riders, and regional traffic. ■■ Attract higher quality, desirable uses to the area that meet current community needs or provide new opportunities for the area.

■■ Establish a higher design standard for commercial development and a wider variety and higher quality of businesses throughout the area.

Policy 1

Develop a new image for Sheriff Road between Eastern Avenue and Addison Road that is inviting to pedestrians and promotes the corridor as a gateway to the county. ■■ Provide infill and redevelopment opportunities on Sheriff Road that create a coherent street image. ■■ Create development standards that promote new urbanist principles and encourage new infill to occur closer to and consistently along the build-to line. ■■ Provide for streetscape improvements that promote a pedestrian-friendly environment.

■■ Create a well-maintained, planted, tree-lined street, with clearly marked pedestrian crossings.

Policy 2

URBAN DESIGN

Three existing streets will be extended to intersect with Sheriff Road in order to break down the length of the blocks between Eastern Avenue and Addison Road. Mixed-use development, containing some ground floor retail, will be sited all along the length of the corridor in open or underutilized areas. Parking will be located to the side and rear of buildings.

■■ Develop and promote “green street” design standards. ■■ Establish and enforce higher maintenance standards. ■■ Design and install banners reinforcing the “main street” initiative. ■■ Create and enforce unified sign design standards for existing and new businesses.

Policy 3

Provide for improved vehicular and pedestrian circulation patterns and better connectivity opportunities. ■■ Introduce new street intersections along Sheriff Road to break down the length of the blocks. Approved Subregion 4 Master Plan and Sectional Map Amendment

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■■ Extend L and K Streets to connect with Sheriff Road. ■■ Extend 56th Street to connect with Sheriff Road.

Summary of Illustrated Strategies/Elements (See Map 12-5: Opportunity Site 4—Sheriff Road and Eastern Avenue Illustrative Concept Plan on page 310) 1. Redevelop existing commercial properties along Sheriff Road. 2. Extend L Street to Sheriff Road. 3. Develop infill commercial mixed-use facing Sheriff Road with associated parking in the rear. 4. Retain the existing religious institution. 5. Redevelop the Sheriff Road and Eastern Avenue parcels for multilevel commercial mixed-use development. 6. Redevelop the Sheriff and Addison Road parcels for multilevel, commercial mixed-use development. 7. Extend K Street to Sheriff Road. 8. Design and implement streetscape, crosswalk, and lighting improvements along Sheriff Road. 9. Place new infill single-family attached residential on the vacant site. 10. Extend 56th Avenue to Sheriff Road. 11. Retain existing religious institution along Sheriff Road.

Opportunity Site 5 (Zone 2) Marblewood Avenue Industrial Area Redevelopment Vision

The Marblewood Avenue industrial area is envisioned to complement and support the development plans for the Cheverly Metro center and to address, in part, environmental justice issues raised by the community during the planning analysis process. New land uses will complement the adjacent residential neighborhoods and create a stronger sense of community. Proposed streets will link new development at the Cheverly Metro center with the adjacent communities. Substantial buffers, between the new mixed-use village and adjacent industries, will be incorporated from the natural environmental constraints found within the area.

Redevelopment/Urban Design Approach

The illustrative plan provides for expansion of existing industrial uses; however, these industrial uses will be lighter in intensity than current uses along Sheriff Road and Marblewood Avenue and will strengthen the area’s employment base by providing additional light industrial, business park office space opportunities. Round-about circles along Marblewood Avenue and the extended 64th Avenue prevent trucks from entering the residential areas and the Town of Cheverly. Extensive buffers are used to separate the industrial uses from the adjacent residential areas and to minimize air and noise quality issues (see Map 12-6 on page 315).

Goal

■■ Promote clean industrial uses in expanded business park areas.

■■ Develop future land use patterns that establish appropriate development density transitions between single-family residential areas and either industrial and commercial areas or centers.

Policy 1

Develop a mixed-use village that complements the character of adjacent established areas and supports the development of the Cheverly Metro center.

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■■ Develop lower density residential opportunities opposite existing residential neighborhoods north of the industrial site, as well as along the extended Ivywood Avenue. ■■ Create a well-linked street grid with small development blocks that promote a pedestrianfriendly environment.

■■ Introduce a neighborhood park at Farmingdale Place that demonstrates defensible public space principles and is framed by residential uses. ■■ Reconnect Cheverly Ward 4 streets with the new urban neighborhood street grid.

■■ Remove the bollards currently located along Marblewood Avenue and design a round-about to prevent trucks from intruding into the residential area.

Policy 2

Demonstrate best management practices and create an environmentally sensitive plan. ■■ Respect and restore the site’s wetlands, floodplains, and regulated areas as identified in the Green Infrastructure Plan.

■■ Implement “green streets” initiatives.

Policy 3

Provide improved vehicular and pedestrian circulation patterns and better connectivity opportunities. ■■ Design an internal, phased roadway system that loops around the industrial uses and increases accessibility to the business/industrial park while it discourages through traffic to nearby neighborhoods. ■■ Extend Ivywood Avenue in order to link with Fairmount Heights Drive. ■■ Provide alternative traffic-calming initiatives (e.g., traffic circles, chicanes, etc.) to limit industrial truck access while encouraging residential access. ■■ Extend Oates Street to link with Huskwood and Marblewood Avenues and create three

■■ Incorporate streetscape and walkway improvements.

■■ Study and implement the cleaning and remediation of existing industrial sites prior to their redevelopment. ■■ Create a continuous greenway network by linking and blending the existing greenway systems with proposed urban parks.

■■ Link the new urban parks with the area’s existing parks and recreational facilities through a trail system.

Summary of Illustrated Strategies/Elements The intent of road connections are to improve access to the industrial areas from Sheriff and Columbia Park Roads and to prevent industrial traffic on residential streets. 1. Rebrand the area as the Cedar Heights Business Park. 2. Change the future land use pattern to better transition from single-family detached residential to the nearby light to heavy industrial environment. 3. Establish light industrial or business park zoning around the perimeter of the heavy industrial uses of the Cedar Heights site.

URBAN DESIGN

■■ Take advantage of the area’s natural features to create buffers between industrial uses and existing and proposed residential communities.

distinct and recognizable gateways to the site from Sheriff Road.

4. Establish the Marblewood Avenue corridor as a business improvement district. 5. Implement Marblewood Avenue streetscape improvements to facilitate better north/south pedestrian linkage. 6. Establish Cedar Heights light industrial and heavy industrial development standards and public realm guidelines to guide future development in the area. 7. Increase landscape buffer requirements for industrial and commercial/service areas abutting open spaces, residences, and stream corridors. 8. Expand and refurbish the existing stormwater pond using best management practices.

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9. Establish an internal, phased roadway system that increases accessibility to the business/ industrial park, while discouraging through traffic to nearby neighborhoods. 10. Extend Ivywood Avenue to link with Fairmount Heights Drive. 11. Encourage additional single-family, attached residential infill development along Ivywood Avenue. 12. Connect Farmingdale Place to Marblewood Avenue. 13. Create a Farmingdale Place Park surrounded by infill single-family attached residential. 14. Extend Oates Street to link with Huskwood and Marblewood Avenues. 15. Extend 64th Avenue to link with the eastern entry to the Cedar Heights Industrial Park and create a limited access north-south roadway connection with an intermediate traffic circle that limits truck access but not residential access. 16. Extend the Cedar Heights Industrial Park west entry road in order to link with 64th Avenue extension. 17. Extend Reed Street to the 64th Avenue extension to facilitate additional single-family attached residential uses. 18. Remove the Cheverly Ward 4 street barricades and replace them with alternative trafficcalming features (e.g., traffic circles, chicanes). 19. Restore the Cabin Branch greenway and create new trail linkages from Cedar Heights Park to 64th Avenue Park and onto the Jesse Warr, Jr. Neighborhood Park. 20. Create new industrial park gateway entry treatments at three points along Sheriff Road.

Opportunity Site 6 (Zone 2) Sheriff Road and Martin Luther King Jr Highway Redevelopment Vision

The area surrounding the intersection of Sheriff Road and Martin Luther King Jr Highway is an important gateway into Prince George’s County that links US 50 and I-95/495 to FedEx Field and the Sports and Learning Complex. The northeast corner of the intersection contains a number of industrial uses, including the site of the former Giant Food Store Distribution Center. The Cabin Branch tributary is located between the two sections of this industrial area. Pockets of residential uses are located to the south and west of the site. It is envisioned that this gateway will become a mixed-use property that revitalizes the intersection and creates a new image for the area.

Redevelopment/Urban Design Approach

The difficult Sheriff Road/Martin Luther King Jr Highway intersection will be reconfigured to a traffic circle. A proposed memorial monument to Dr. Martin Luther King, Jr. will be placed in the middle of the space and will serve as a focal point of where the two corridors meet. A new street network, which will run throughout the site, will link to the existing surrounding neighborhoods. The Cabin Branch Tributary runs through the center of the site and will become a feature seamlessly integrated into the new development with buildings facing both edges of the open space.

Goals

■■ Determine the best mix of land uses, densities, and development/design features needed to create a unique sense of place for the established communities of Zone 2 and Subregion 4. ■■ Promote the development of clean industries within an expanded business park.

■■ Reinforce the sustainability of the municipalities by promoting commercial mixeduse development and public realm improvements that enhance the quality of life for residents.

■■ Establish a higher design standard for commercial development including a wider

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Map 12-6: Opportunity Site 5—Marblewood Avenue Industrial Area Redevelopment Illustrative Concept Plan

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variety and higher quality of businesses throughout the area.

■■ Attract higher quality, desirable uses to the area that meet current community needs or provide new opportunities for the area. ■■ Provide the infrastructure needed to enhance walkability, neighborhood linkages, and pedestrian access throughout Zone 2 and Subregion 4.

Policy 1

Develop a mixed-use village that complements the character of adjacent established areas. ■■ Develop medium-density residential opportunities along the eastern portion of the site. ■■ Create a well-linked street grid with small blocks that promotes a pedestrian-friendly environment.

■■ Introduce neighborhood parks that serve as community gathering spaces and recreational amenities.

Policy 2

Demonstrate best management practices and create an environmentally sensitive plan.

■■ Take advantage of the area’s natural features to create buffers between industrial uses and existing and proposed residential communities. ■■ Create a continuous greenway network by linking and blending the existing greenway systems with proposed urban parks.

■■ Link the new urban parks with the area’s existing parks and recreational facilities through a trail system.

Summary of Illustrated Strategies/Elements

1. Create a Martin Luther King, Jr. Memorial gateway, via a traffic circle, at the intersection of Martin Luther King Jr Highway and Sheriff Road. 2. Restore the stream and develop a greenway trail along the existing Cabin Branch stream tributaries and stormwater drainage corridor.

3. Redevelop the Martin Luther King Jr Highway and Sheriff Road gateway parcels for multilevel mixed-use development.

URBAN DESIGN

■■ Respect and restore the site’s wetlands, floodplains, and regulated areas as identified in the Green Infrastructure Plan.

Looking east on Martin Luther King Jr Highway at Seat Pleasant Drive

4. Redevelop the frontage parcels along Sheriff Road for neighborhood and employmentserving commercial development. 5. Redevelop the eastern, interior portions of the former Giant Food site for mixed-use multifamily, offices and business parks. 6. Create new street linkages to encourage multiple modes of transportation and greater connectivity. 7. Create a new, large centralized neighborhood park for active and passive recreational activities. 8. Create a second community park at the confluence of the Cabin Branch tributaries.

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9. Place infill single-family residential development along Hunt Avenue and Fatima Place. 10. Retain and adaptively reuse the existing Giant Food office building and parking deck. 11. Extend Roosevelt Drive to South Club Drive. 12. Redevelop the western portion of the former Giant Food site with a mix of medium-scaled employment and research and development uses.

Opportunity Site 7 (Zone 2) Martin Luther King Jr Highway/ Seat Pleasant/Fairmount Heights Revitalization Vision

It is envisioned that the Martin Luther King Jr Highway/Seat Pleasant/Fairmount Heights area will become a “main street” that builds upon the existing businesses and provides for new diverse commercial and retail uses within the neighborhood. As stated by the National Trust for Historic Preservation, “The Main Street Approach advocates a return to community self-reliance, local empowerment, and the rebuilding of traditional commercial districts based on their unique assets: distinctive architecture, a pedestrian-friendly environment, personal service, local ownership, and a sense of community.” The presence of the Seat Pleasant Community Center and Elementary School and the potential expansion of these two uses will serve as a cornerstone of the “main street” revitalization effort.

Redevelopment/Urban Design Approach

The area of the corridor between the Washington, D.C., border and the Seat Pleasant Community Center serves as a gateway to Prince George’s County. The Martin Luther King Jr Highway corridor shows early signs of decline with vacant or underutilized buildings and parcels, deferred maintenance of both public and private properties, and the emergence of third tier business uses. Although some of the businesses and services located in the area contribute to a positive image, the appearance of the corridor suffers.

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The conceptual site plan illustrates a cohesive design approach that improves the image of the area by placing buildings closer to the street, proposing the adaptive reuse of existing vacant or underutilized commercial structures, and including streetscape improvements that will promote a pedestrian-friendly environment. Transportation improvements will include the designation of on-street parking from 65th Avenue to the Washington, D.C., border in order to encourage slower vehicular speeds. The extension of 69th Place to Martin Luther King Jr Highway will improve circulation patterns in the area (see Map 12-8 on page 321).

Goals

■■ Determine the best mix of land uses, densities, and design features needed to create a unique sense of place for the established community.

■■ Develop a hierarchy of commercial-serving areas that balance the needs of residents, transit riders, and regional traffic. ■■ Reinforce the sustainability of the municipalities by promoting commercial, mixed-use development and public realm improvements that enhance the quality of life for residents and people in the immediate surrounding area.

■■ Establish a higher design standard for commercial development and a wider variety and higher quality of businesses throughout the area.

■■ Attract higher quality, desirable uses to the area that meet current community needs or provide a new opportunities for the area. ■■ Reinforce and strengthen connectivity between living and commercial areas and centers.

■■ Provide the necessary infrastructure to enhance the pedestrian environment.

Policy 1

Retain, expand, and complement commercial, retail and business development along Martin Luther King Jr Highway at Seat Pleasant. ■■ Design and construct new commercial or retail buildings that front on the street and include exciting and diverse storefront displays.

■■ Identify vacant and abandoned buildings possessing an architecturally significant character.

■■ Implement programs for the renovation and beautification of existing viable businesses and strip mall shopping centers that could successfully contribute to the main street approach.

■■ Create a stronger gateway to Prince George’s County anchored by new, signature, mixed-use development at the intersection of Martin Luther King Jr Highway and Eastern Avenue. ■■ Conduct an aggressive marketing and business recruitment program.

Policy 2

Improve pedestrian circulation and create an appealing streetscape. ■■ Design and install cohesive and visually interesting sidewalk paving patterns and include site furnishings, lighting, and plantings that invite pedestrians.

■■ Develop and promote “green street” design standards. ■■ Establish and enforce higher maintenance standards.

■■ Design and install banners that reinforce the main street initiative. ■■ Create and enforce unified sign design standards for existing and new businesses.

Policy 3:

Provide for the retention and expansion of existing institutional and community facilities. ■■ Redevelop the frontages around Seat Pleasant Elementary School to expand the educational facilities and accommodate a new civic or institutional use.

■■ Incorporate a town square at the Seat Pleasant Community Center and Elementary School site that will anchor the existing and proposed civic, institutional uses.

Policy 4

Improve vehicular circulation and provide easy accessibility to existing and proposed businesses. ■■ Eliminate the concrete median and provide onstreet parking on both sides of Martin Luther King Jr Highway from the Washington, D.C., line to Addison Road that will serve existing and proposed businesses and encourage slower vehicular speeds. ■■ Extend 69th Place north to Martin Luther King Jr Highway. ■■ Extend 69th Place to intersect with 65th Avenue.

■■ Create shared parking strategies for existing and proposed businesses. ■■ Locate surface parking at the rear of the properties rather than fronting on the street.

Policy 5

Provide for a stronger residential base and greater quality of life standards. ■■ Redevelop the existing salvage/storage yard site along Eastern Avenue to a mix of commercial and residential uses compatible in character and scale to the adjacent single-family residences.

URBAN DESIGN

■■ Establish and enforce higher parking design and buffer standards for existing businesses set farther back from the street with surface parking in the front.

■■ Incorporate active recreational opportunities at the Seat Pleasant Elementary School grounds.

■■ Relocate industrial uses situated next to residential to more appropriate locations in Subregion 4.

■■ Complete and extend dead-end streets to create additional street frontage, promote neighborhood linkage, and to allow for the expansion of the existing single-family residential base. ■■ Development new bike/trail and street linkages along the old railway right-of way.

Summary of Illustrated Strategies/Elements 1. Rebrand the area as the Fairmount Heights/ Seat Pleasant Neighborhood Main Street by removing “highway” from the street name. 2. Create a town square at the location of the Seat Pleasant Community Center and Elementary School.

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3. Improve the streetscapes along Eastern Avenue, Seat Pleasant Drive, and the rebranded Martin Luther King Jr “Boulevard.” 4. Adaptively reuse the commercial structures abutting the Martin Luther King Jr Highway and Eastern Avenue rights-of-way. 5. Renovate or redevelop the existing commercial strip shopping centers along Martin Luther King Jr Highway. 6. Redevelop the Martin Luther King Jr Highway and Eastern Avenue gateway parcels for multilevel, mixed-use development. 7. Redevelop the frontage sites around the Seat Pleasant Elementary School for a new civic/ institutional use. 8. Extend 69th Place to intersect with 65th Avenue. 9. Reconfigure Martin Luther King Jr Highway to a nondivided two-way street west of 65th Street. 10. Create a landscaped boulevard east of 65th Street. 11. Promote on-street parking along Martin Luther King Jr Highway between Eastern Avenue and 65th Street during off-peak travel hours. 12. Reconfigure the recreation fields of the Seat Pleasant Elementary School for potential future expansion. 13. Share parking between sites. 14. Develop infill commercial and residential uses on salvage/storage yard site along Eastern Avenue. 15. Develop infill area with single-family residential uses. 16. Relocate industrial uses from the Seat Pleasant neighborhood to nearby industrial sites north of Addison Road.

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17. Create potential new bike/trail and street linkages along old railroad right-of-way.

Opportunity Site 8 (Zone 3) Donnell Drive Mixed-Use Village Center Vision

The redeveloped site is envisioned as a vibrant, pedestrian-friendly, mixed-use village center that will support the neighborhoods of the southeastern portion of the subregion. Donnell Drive will become the new main street of the development. The commercial outparcels (i.e., a store that is not connected to a plaza or shopping mall but is located on the same premises) and parking lot sites associated with the strip shopping center and mall will be reconfigured. A new east/west street network will cut across the area previously dominated by parking and will create additional linear frontage for retail. Shared parking will be hidden behind the new retail buildings. On-street parking will also be provided on all of the internal streets of the site.

Redevelopment/Urban Design Approach

The illustrated concept plan proposes an enhanced street network with new infill development in order to create a village center with a main street. The plan expands upon the current recommendations for commercial revitalization along the Marlboro Pike corridor with mixed-use infill development. The new center will offer a greater mix of uses, including retail, office, hospitality, and multifamily residential components. The Boones Lane extension north of Marlboro Pike will connect the northern neighborhoods with the new center. Donnell Drive will be reconfigured as a four-lane street that includes on-street parking. Smaller development blocks and the new street hierarchy will enhance the walkability of commercial areas. Two- to four-story infill redevelopment will be placed uniformly along Donnell Drive and other internal streets to create a sense of containment along streetscapes. New infill development will also be oriented along Marlboro Pike and Pennsylvania Avenue to create an inviting front along both perimeter streets.

Map 12-8: Opportunity Site 7—Martin Luther King Jr Highway/Seat Pleasant/Fairmount Heights Revitalization Illustrative Concept Plan

URBAN DESIGN

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Map 12-9: Opportunity Site 8—Donnell Drive Mixed-Use Village Redevelopment Illustrative Concept Plan

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Goals ■■ Determine the best mix of land uses, densities, and development/design features needed to create a unique sense of place for the established communities of Zone 3 and Subregion 4. ■■ Develop a hierarchy of commercial-serving areas that balance the needs of residents, transit riders, and regional traffic.

■■ Reinforce the sustainability of the municipalities by promoting commercial mixeduse development and public realm improvements that enhance the quality of life for residents. ■■ Establish design standards for commercial development and a wider variety and higher quality of businesses throughout the area.

■■ Attract higher quality, desirable uses to the area that meet current community needs or provide new opportunities for the area. ■■ Reinforce and strengthen visual and pedestrian connectivity between the living areas and growth centers.

Redevelop a mixed-use village center built upon the existing established retail center that supports local and regional users. ■■ Establish an internal street network that better connects the existing main corridors, forms urban-scale development blocks, and provides for more infill development opportunity along the new street system. ■■ Retain a significant portion of the retail mall and shopping center and allow for retail expansion along Marlboro Pike in order to complete the Marlboro Pike corridor image.

■■ Provide infill development opportunities that allow a greater mix of uses.

■■ Provide infill and redevelopment opportunities along Marlboro Pike and Pennsylvania Avenue to create a coherent street image along the existing corridors. ■■ Permit higher-density redevelopment of the parcels facing Donnell Drive, the Boones Lane extension, and other streets internal to the project. ■■ Encourage vertically integrated two- to fourstory infill development throughout the site.

URBAN DESIGN

■■ Provide the infrastructure needed to enhance walkability, neighborhood linkages, and pedestrian access throughout Zone 3 and Subregion 4.

Policy 1

Donnell Drive redevelopment massing model looking northwest Approved Subregion 4 Master Plan and Sectional Map Amendment

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Policy 2 Provide a neighborhood higher-quality commercial hub with more choices and flexibility. ■■ Design and install cohesive and visually interesting sidewalk paving patterns and include site furnishings, lighting, and plantings that invite pedestrians. ■■ Provide additional infill opportunities for retail and office uses fronting on the internal street network. ■■ Create development standards that promote higher-quality design with new urbanist principles.

Policy 3

Improve vehicular and pedestrian circulation opportunities and streetscape character. ■■ Implement streetscape improvements along Donnell Drive that create a pedestrian-friendly main street atmosphere.

■■ Extend Boones Lane from north of Marlboro Pike to better connect the northern neighborhoods along Marlboro Pike to the new center.

Summary of Illustrated Strategies/Elements

1. Follow the detailed site plan initiatives for Marlboro Pike listed within the Marlboro Pike Sector Plan. 2. Permit higher density redevelopment of the frontage parcels along Donnell Drive and the new perpendicular streets.

3. Retain and downscale Donnell Drive to a four-lane urban street with off-peak, on-street parking. 4. Establish a modified street grid to disperse vehicular traffic through the site. 5. Retain primary portions of the two strip shopping centers for reuse.

6. Redevelop mall and shopping center access roads as true urban village frontage streets.

7. Establish a hierarchy of streetscape improvements along primary, secondary, and tertiary streets.

8. Encourage vertically integrated two- to fourstory infill development.

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9. Create a shared parking strategy to support the proposed mix of uses. 10. Provide hospitality uses along Pennsylvania Avenue. 11. Develop potential free-standing, two-story restaurant uses. 12. Establish a gateway identity at key entry intersections to the village.

13. Rebrand the area in a way similar to Landover Gateway.

Opportunity Site 9 (Zone 3) Forestville/Ritchie Road Industrial/Business Park Development Vision

The Forestville Shopping Center and Ritchie Road industrial area have experienced commercial decline for years as they have lost their competitiveness to the newer commercial development along Marlboro Pike. Although its exposure at the entry point of the corridor and its proximity to the Capital Beltway provide the site high visibility and good access to the region’s major transportation arteries, land use restrictions and safety concerns—due to nearby aviation activities— limit the potential future uses of the property. Given the proximity to the Capital Beltway and the existence of a small, light-industrial and business component, the site has strong potential to be redeveloped for additional light industrial, research and development, and employment facilities in accordance with recommendations from the Air Instillation Compatible Use Zone (AICUZ) guidelines.

Redevelopment/Urban Design Approach

The new business park at the Capital Beltway/ Pennsylvania Avenue and Marlboro Pike East Gateway will not only provide an opportunity to establish a new attractive gateway to Marlboro Pike and bring back viable activities to the area, but will also provide much-needed employment for the area’s population. The vision plan recommends establishing an internal north/south road network from Fernham Lane to Marlboro Pike and possibly beyond to the Ritchie Road/Walker Mill Road

interchange. The new roadway connection will provide additional street frontage for infill development as well as provide an alternate route for the new business-park-related traffic off of Forestville Road. The redevelopment component will include light industrial and auxiliary office space for industrial businesses and professional service companies that form the supply chain for the major industrial tenants. This redevelopment will take advantage of its favorable location for distribution and warehousing businesses serving the greater Washington metropolitan area.

The alternative plan envisions a long-term redevelopment approach of the Marlo site and existing industrial use at the northeast corner of Pennsylvania Avenue as an expansion of the industrial/business park. The site will house a gateway industrial park development with a series of signature buildings that address the park entrance at Pennsylvania Avenue and at the same time anchor the Capital Beltway interchange. The site redevelopment recommendation also includes direct site access and possibly a limited right-in/ right-out site entrance from the Capital Beltway and Pennsylvania Avenue improvement; development setback with streetscape enhancement standards along Pennsylvania Avenue, Forestville Road, and Marlboro Pike; and landscape buffer requirements for the surrounding existing residential neighborhoods.

Determine the best mix of land uses, densities, and development/design features needed to create a unique sense of place for the established communities of Zone 3 and Subregion 4. ■■ Reinforce the development and success of industrial areas by promoting the development of clean industries and expanded business park areas.

■■ Attract higher quality, desirable uses to the area that meet a current community need or provide a new opportunity for the area.

■■ Provide the infrastructure needed to enhance walkability, neighborhood linkages, and pedestrian access throughout Zone 3 and Subregion 4.

Policy 1

Redevelop a low-density, business park built upon the existing industrial zone and underutilized retail sites that are under AICUZ safety restrictions. ■■ Balance future land use and transportation network improvements to optimize development potential and minimize congestion issues. ■■ Permit commercial and residential zoning changes to support light industrial and allow higher-quality light industrial development along Forestville Road, Marlboro Pike, and Pennsylvania Avenue.

URBAN DESIGN

Development guidelines will be required to reinforce higher design standards in the new business park that contribute to the creation of an iconic corridor gateway development. The key design guideline elements include, but are not limited to: development setback reinforcement; a number of visitor parking bays fronting along the main street restriction; site landscape enhancement; service and loading area screening; or placement restrictions to the back of the development or through an internal courtyard layout that allows the redevelopment of front façades to frame the main street. Additionally, existing business building improvement and site enhancement for the existing Ritchie Road is recommended to establish a cohesive development image throughout the new business park.

Goals

■■ Establish an internal street network that better connects the existing main corridors and forms urban-scale development blocks, as well as providing more infill development opportunity along the new street system.

■■ Provide infill and (re)development opportunities along Forestville Road, Marlboro Pike, and Pennsylvania Avenue, and create a coherent street image along the existing main corridors.

Policy 2

Maintain industrial land use areas where job training programs are needed to provide the community with trade skills and long-term employment opportunities.

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■■ Preserve as much industrial land use as possible to strengthen the local and regional job base for future generations within Subregion 4. ■■ Establish a business recruitment and marketing strategy focused on attracting and securing cleaner, environmentally friendly, green businesses and industries in the areas close to residential uses.

Policy 3

Promote development patterns that demonstrate best management practices and create an environmentally-sensitive plan and standards. ■■ Establish clearly designated, separate industrialuse zones with designated industrial standard (24-hour truck traffic) roadways to avoid future conflicts with incompatible uses, functions, noise, and air pollution. ■■ Establish design standards and public realm design guidelines for industrial park or business park development, and recruit more environmentally friendly businesses.

Summary of Illustrated Strategies/Elements

See Maps 12-10 and 12-11: Opportunity Site 9— Forestville/Ritchie Road Industrial/Business Park Development Illustrative Concept Plan Options A and B on pages 333 and 334.) 1. Rebrand the area as the Forestville Business Park. 2. Rezone all commercial areas for light industrial, employment, or business park uses within the northeast quadrant of the Pennsylvania Avenue and Ritchie Road intersection. 3. Formally adopt, reference, and enforce the AICUZcompatible land use and development criteria for Joint Base Andrews flight zones. 4. Establish new Forestville Business Park light industrial development standards and guidelines for the area. 5. Retain existing employment uses through a grant program for business park building improvements and site enhancements. 6. Incorporate new industrial development currently planned or underway (two buildings).

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7. Redevelop the Forestville Shopping Center for low-density, light industrial, employment, and research and development. 8. Promote opportunities for signature, corporate facilities with an address on Pennsylvania Avenue and Ritchie Road. 9. Retain the existing single-family neighborhood north of Marlboro Pike. 10. Link Marlboro Pike, Cryden Way, Kaverton Road, and Hampton Park Boulevard to D’Arcy Road and possibly beyond to the Ritchie Road/ Walker Mill Road interchange. 11. Improve and expand the internal road network to meet new business park street and streetscape standards. 12. Create a future communal stormwater management facility at the end of Parston Drive within the current open space area. 13. Redevelop the sites bounded by Marlboro Pike, Ritchie Road, and Pennsylvania Avenue for low-density, light industrial, employment, and research and development. 14. Improve direct site access to and from the Capital Beltway and Pennsylvania Avenue with a limited right-in/right-out site entrance.

Map 12-10: Opportunity Site 9—Forestville/Ritchie Road Industrial/Business Park Development Illustrative Concept Plan Option A

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Map 12-11: Opportunity Site 9—Forestville/Ritchie Road Industrial/Business Park Development Illustrative Concept Plan Option B

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Opportunity Site 10 (Zone 3)

Central Avenue Eastern Business Park Vision

A vision and set of strategies for Central Avenue was presented in the Central Avenue TransitOriented Development Corridor Development Strategy which was released in June of 2006. The purpose of the strategy was to create a development approach for the corridor that takes advantage of its location and transportation resources; provides opportunities to unify and strengthen the corridor’s identity; creates attractive pedestrian- and transitoriented places; and facilitates public facilities financing and timely construction. This strategy includes a number of recommendations focusing on the section of the corridor from the Morgan Boulevard Metro Center and to the Capital Gateway. The Subregion 4 Master Plan utilizes and builds upon recommendations in Corridor Development Strategy when developing proposals for Central Avenue, including the eastern gateway.

application of the new mixed-use zoning tool in the area, as well as emphasizing the importance of this key gateway. The plan envisions that the area along the south side of Central Avenue (between Hampton Park Drive and Richie-Marlboro Road) will be transformed into an urban business park that includes employment uses complementary to Morgan Boulevard Center and the mixed-use development proposed for the Kingdom Square (former Hampton Park Mall) site. The business park will be designed to create a street wall along Central Avenue with an internal street system that allows connections to service areas in the rear. The buildings should be setback to allow a landscaped edge between the street and sidewalk, all parking will be at the rear or sides of buildings, and driveways will be limited to support a pedestrianfriendly environment. I-1 zoning with a DDOZ to regulate uses, building siting, and bulk will be utilized to moderate the near-term development in the area.

URBAN DESIGN

The key elements identified in the study include establishing a gateway at the Capital Beltway. Recommendations for the eastern gateway include a bold massing of landscaping planting to soften and frame the Capital Beltway. New pedestrian passages are recommended to allow people to walk and bike safely. The area south of the eastern gateway is a key employment zone, with unique commercial vehicle access requirements. It is envisioned that the aesthetics and access of the commercial frontage along this section of Central Avenue be improved. The area is to continue to serve a regional employment center, with complementary retail and commercial functions, and act as a buffer between the industrial and residential areas. The Subregion 4 Master Plan recognizes the importance of Central Avenue to the vitality of the subregion and the county as a whole. Staff recommend the designation of a corridor node along Central Avenue from the Capital Beltway to the Morgan Boulevard Metro Station Area. The designation of a corridor node would allow the Approved Subregion 4 Master Plan and Sectional Map Amendment

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Map 12-12: Opportunity Site 1-—Central Avenue Eastern Business Park

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S U B R E G I O N

Part V:

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Chapter

Plan Implementation

S U B R E G I O N

4 The Subregion 4 plan recommends a number of strategies, initiatives, programs, and projects necessary to achieve successful plan implementation. Both public and private partnerships will play a critical role in achieving the plan’s vision and goals for the future. Over time, it will be important to continue to review implementation progress and refine the proposed strategies to realize the full potential of the Subregion 4 Master Plan area. The organization of this chapter loosely follows the organization of the entire plan document and provides goals and action items to achieve the recommendations presented in the plan.

P L A N

Economic Development The proposed economic development initiatives incorporated into the master plan attempt to address the desired goals and objectives outlined in the plan while responding to the current economic conditions through four broad approaches: Approved Subregion 4 Master Plan and Sectional Map Amendment

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M A S T E R

Introduction

1. Protect and preserve the urbanizing residential and commercial development patterns within the living areas by providing support for the rehabilitation of existing neighborhoods. 2. Develop a comprehensive “toolbox” for the various county stakeholders involved in implementing the master plan that provides an effective collection of action and funding sources. 3. Maintain and encourage the continued success of Subregion 4 industrial and employment areas by developing an investment climate that attracts the type of companies sought by Prince George’s County. 4. Improve the quality and access of workforce training and continuing education programs, encouraging the subregion’s existing employment base, as well as the local youth, to further their development of marketable skills. To achieve the following goals, it is recommended that the corresponding action items be enacted. Each action item listed is followed by the suggested length of time it should take to implement. “Shortterm” action items require completion within the next five years, “mid-term” items need to be implemented within five to ten years, and any items listed as “long-term” are to be established after ten years. Some items are also “ongoing,” meaning they require constant interaction between all parties involved. It is important to note that many of the recommendations in this portion of the implementation plan include the participation of a proposed community development corporation (CDC). A detailed description of the CDC is included in the housing chapter and the housing section of this chapter. However, many of the recommendations included herein focus on commercial revitalization and reinvestments. As such, it is recommended that the CDC have two branches that function independently, but in coordination, on mixed-use projects. One branch should focus on residential endeavors, such as housing rehabilitation programs and home ownership. The commercial branch of the CDC should focus on participating in reinvestment and development projects that are not viable through traditional investment methods.

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Goal 1 Continue low-density residential and commercial development in the living areas.

Encouraging lower-density development in the living areas helps to maintain the quality of life in which many residents have grown accustomed. Subregion 4’s many neighborhoods and supporting commercial areas give the living areas a mature suburban profile. However, this is subject to change as population levels in the Washington metropolitan area continue to increase and the subregion’s relatively affordable housing units continue to be absorbed by incoming residents. To guide this inevitable growth, developing highdensity residential and complementary nonresidential uses in the growth centers is the best option for sustaining the mature suburban fabric of the living areas.

Action Items

■■ Establish a residential infill development program for market-rate housing (short-term, ongoing). Many of the larger segments of land in Subregion 4 are mature neighborhoods. However, an ample supply of vacant lots has been identified within residential neighborhoods that are ideal for infill development. For this reason, the recommendation for infill development provides the strongest opportunity to cater to the housing needs of the growing population. Constructing new housing units on these properties complements the surrounding environment and prevents negative impacts, such as trash dumping and loitering, from occurring on these sites. ◊ Partners: CDC, developers, financial institutions, community associations, Maryland-National Capital Park and Planning Commission (M-NCPPC)

■■ Create a home ownership assistance center (short-term). Building a home ownership assistance center in a central location will provide visibility and make it more accessible to area residents. The programs offered should include credit counseling, financial literacy, legal advice, and purchasing procedures. The center can also be used by real estate professionals as a

marketing tool to showcase new developments occurring in the area. Subregion 4 currently has a comparatively high rate of properties in foreclosure and these types of programs can reverse this growing trend.

◊ Partners: U.S. Department of Housing and Urban Development (HUD), financial institutions, realtors, Prince George’s County Department of Housing and Community Development (DHCD)

■■ Develop a comprehensive façade improvement program for commercial properties (shortterm). Some of the nonresidential properties within Subregion 4 have not experienced the maintenance and upkeep required to keep their buildings in good condition. As a result, there are commercial centers within the subregion that are underperforming, both in vacancy rates and in maintaining an appropriate business mix. A more comprehensive façade improvement and business services program could help reverse this situation. ◊ Partners: Prince George’s County Economic Development Corporation (EDC), property owners, CDC, developers, business owners, Chambers of Commerce

◊ Partners: Prince George’s County, developers, DHCD, financial institutions

Develop a comprehensive toolbox of incentives and policies designed to promote economic development. Business recruitment and retention is a highly competitive endeavor. Companies that promise to create jobs and make capital investments are sought after by almost every community. Given the current economic situation, these new investments have become more sought after, increasing the level of competition. Although the geographic competition varies by land use, the concept is true for all nonresidential development. The need for competitive advantages within Subregion 4 is even greater than most areas. As noted in the economic base and real estate analyses, the market fundamentals within the subregion are not as strong as other areas of the county and the rest of the Washington metropolitan area. From a retail perspective, spending potential within the subregion is substantially lower than the rest of the county in both total and per capita levels. As such, retailers likely will seek other locations to operate. This is evident in the strong growth of retailing immediately outside Subregion 4 on the opposite side of I-95/495. As such, Prince George’s County will need to expand its existing incentive and policy toolbox to accommodate the needs of Subregion 4. The following action items identify the most prevalent opportunities to make the subregion more attractive to business owners and investors.

PLAN IMPLEMENTATION

■■ Increase the diversity of residents within Subregion 4 by promoting mixed-income developments (mid-term). Housing units in Subregion 4 have the lowest average values compared against the remainder of the county and the region. Attracting higher-income residents who desire to be close to Washington, D.C., to mixed-income developments can diversify the local population. The redevelopment area near the Morgan Boulevard Metro Station has the potential to create this type of product for the residential market. Its close proximity to the Metro station provides incentives for potential owners that need to commute into and out of the District of Columbia.

Goal 2

Action Items

■■ Identify tax increment financing (TIF) locations to promote neighborhood serving commercial development (short-term). TIF is a creative tool that dedicates future incremental tax revenues to defray the cost of infrastructure investments related to a new development. TIF financing was used as part of the National Harbor project along the Potomac River just south of Subregion 4. This tool would provide valuable assistance within Subregion 4, particularly for redevelopment projects. ◊ Partners: EDC, property owners, developers, State of Maryland Approved Subregion 4 Master Plan and Sectional Map Amendment

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■■ Develop regulatory and incentive programs that encourage reinvestment in disadvantaged residential and industrial areas (mid-term). It is often less expensive to develop new properties on previously untouched land instead of redeveloping or reinvesting in deteriorating properties. However, many of the blighted industrial properties in Subregion 4 are located along major thoroughfares and many of the disadvantaged residential properties are located in and near historic, established neighborhoods. Both are viewed as assets that potential investors covet. These incentives and regulatory programs will provide the necessary means to further the redevelopment of many of these structures. Similar to the façade improvement program, rehabilitation funding should be focused on those structures that require internal investments and modernization. These programs could include low-interest loans, interest rate buy-downs, matching grant funds, and development/design assistance. ◊ Partners: Prince George’s County, EDC, property owners, developers, community associations

■■ Establish and administer a revolving loan fund (mid-term, ongoing). A general revolving loan fund can be used for a multitude of projects relating to economic development, such as small business financing and community revitalization efforts. Typically originating from a federal grant, loans taken out are paid back with minimal interest rates. This funding is also available to local entrepreneurs who may not typically qualify for a standard loan but have a strong business plan that will potentially provide positive affects in the community. ◊ Partners: CDC, HUD, EDC, business owners, property owners

■■ Create a security investment fund program for local business owners (short-term, ongoing). Security was identified by residents and business owners alike as a problem that adversely impacts the competitiveness of Subregion 4 to attract new businesses. As such, the county can develop a security investment program that provides

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loans or grants to businesses and property owners to install or upgrade their security systems. Smaller businesses, particularly locally owned businesses, often cannot afford the capital expense of comprehensive security. This program can help bridge the financial gap. ◊ Partners: EDC, Chambers of Commerce, Prince George’s County, business owners, property owners

Goal 3

Maintain and protect Subregion 4’s industrial and employment areas. Of all the nonresidential markets in Subregion 4, the industrial market historically has been, and remains, the strongest. These properties have maintained high occupancy levels and continue to thrive due to locational and economic advantages of Subregion 4. The industrial businesses generate tax dollars and provide stable, well-paying jobs accessible by local residents. New developments, especially Steeplechase 95 Business Park located at I-95 and Ritchie Road, have been very successful at attracting new industrial users to the subregion. As such, the county should create policies to protect the industrial areas, which consequently results in the protection of the surrounding residential areas. There are several benefits to maintaining Subregion 4’s industrial and employment areas. First, there are few remaining sites available for industrial development within Prince George’s County, a factor that restrains supply. Second, industrial users in the District of Columbia continue to be displaced into Maryland or Virginia as industrial properties are redeveloped into other uses, (e.g., the Navy Yard area of southeast Washington, D.C.). This displacement increases the demand for industrial space on the periphery of Washington, D.C. Finally, much of the county’s industrial property is clustered along I-95, providing good access to users, which is often viewed as a requirement for industrial users. In order to position itself for future growth and changes in the regional and local economy, sustaining the presence of industrial and employment areas will provide the county with an opportunity to capitalize on the subregion’s strong transportation access. The lone exception to this policy should be the Walker Mill Business Park. This facility does not

have the same levels of access to the regional transportation network and is isolated from the other industrial areas. As a result, development has been comparatively slow at the business park. Although redeveloping this site for other uses would displace some businesses, the long-term benefits to the community outweigh the shortterm impacts in this instance. It is important to note that community members have voiced concerns about the interaction between industrial and residential land uses. Most notably, there is a desire to see better buffering between industrial users and the adjacent residential neighborhoods. There is an opportunity for the county to partner with the industrial users to improve screening to reduce sound and visual impacts. Creating stronger boundaries and buffers will help sustain the industrial areas by reducing public opposition to their presence. In return, this will ensure that the appropriate land or buildings will be available for future economic growth. The subregion will be better positioned to adapt to new economic trends, and industrial employment will remain a balanced part of the county’s economy. To ensure these areas remain intact, the following action items should be enacted.

Action Items

◊ Partners: Prince George’s County, M-NCPPC, business owners, property owners

■■ Work with key stakeholders on the future of Walker Mill Business Park (mid-term, ongoing). Much of the industrial properties in Subregion 4 are located within the defined industrial and

◊ Partners: Prince George’s County, EDC, M-NCPPC, business owners, property owner

■■ Provide physical buffers between residential neighborhoods and industrial areas (mid-term). Available land in Subregion 4 is a scarce commodity as new development projects continue to be completed. For this reason, the physical boundary between industrial and residential areas has been diminished. Many area residents expressed their concern about the close proximity of their houses to the established industrial areas during the public outreach efforts. Residents noted their concern that property values will be adversely affected due to this close relationship and as a result of high noise and discharge levels. As such, a financial assistance program is needed for property owners to improve the buffers between residential and industrial areas.

PLAN IMPLEMENTATION

■■ Change zoning at the Forestville Shopping Center to allow for industrial development (short-term). This commercial area is located along Forestville Road near other industrial users and has relatively easy access to I-95/495. The current site is also experiencing disinvestment due to the strong competition along Marlboro Pike and the large retail centers on the western side of the Capital Beltway. Converting the area from commercial to industrial will prove to be time consuming as relocation efforts are needed, but should ultimately be a benefit to the community.

employment areas on the eastern and northern edges of the area. The Walker Mill Business Park is the exception. With intermittent investment since its inception, demand has proven to be low for industrial users at this location, likely due to its poor access to major transportation routes. Transitioning the site away from industrial and integrating in new retail and residential uses is highly recommended. This effort should involve the neighboring areas, as the large size of the site has the potential to greatly enhance the socioeconomic fabric of the community.

◊ Partners: Prince George’s County, EDC, community associations, property owners, business owners

■■ Create financial incentives to attract various types of industrial development for diversification (mid-term). Prince George’s County has not benefitted from the development of high-tech and bio-tech industries at the same level as other parts of the region. Many of these firms have clustered together in nearby Montgomery County, Maryland and Fairfax County, Virginia. Subregion 4 shares similar locational attributes as both of these places but does not offer similar intangible amenities to attract these types of industries. As a result, incentive programs Approved Subregion 4 Master Plan and Sectional Map Amendment

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should be developed that could provide industrial or property owners and developers with competitive advantages attractive to these users. One example is the Technology Growth Program (TGP) available in Montgomery County. It provides gap financing for industries in many high-tech fields. ◊ Partners: EDC, State of Maryland, Prince George’s County, developers

Goal 4

Improve access to workforce training programs and enhance small business development practices. Maintaining a well-educated and qualified employment base helps to raise the average wages of residents in the area. It also encourages companies already located in the area to hire and promote local residents. The availability and quality of the local workforce is also a major factor in the site location decisions of companies looking to open new facilities. Currently, Subregion 4 has limited workforce training and small business development opportunities operating within its boundaries. It has been noted in public meetings that there are especially limited opportunities for area youth who may not want to continue on to traditional four-year educational institutions upon graduation. Improving workforce training opportunities and educational programs will better prepare youth for employment after high school, as well as advance the overall marketability of Subregion 4 as a place to do business. Although there currently is limited local access to workforce training and development programs in Subregion 4, there are opportunities available that will help to enhance the current offerings. These opportunities include creating a home within Subregion 4 for strategically placed small business assistance and employment resource centers and working with community colleges in the area to better market existing programs to residents. There may also be the opportunity for the creation of apprenticeship/internship programs in area high schools geared toward enhancing career and technical skills of Subregion 4 youth. The following action items will help better address the workforce and education needs of residents in Subregion 4.

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Action Items ■■ Provide annual local market update reports to encourage successful entrepreneurship (shortterm, ongoing). Providing entrepreneurial assistance to residents and businesses within Subregion 4 is crucial to the growth of goods and service provision for local residents. Additional financial assistance and tax incentives should be provided to help entrepreneurs open businesses in market segments underserved in the area. By identifying the opportunities within the subregion, local entrepreneurs will have the benefit of limited competition while being able to serve their friends and neighbors. The annual market update should focus on providing information about different retail and service fields where local demand exceeds existing supply. ◊ Partners: EDC, Prince George’s County, CDC, local colleges and universities

■■ Open a local “small business” development and workforce training center (mid-term). Prince George’s County already has a variety of programs available to entrepreneurs through the small business initiative to assist in starting up or growing a business. However, public awareness and physical access to these resources are not as widespread as they could be within the subregion. To this end, opening a small business development center within Subregion 4 provides business owners and residents increased access to services. ◊ Partners: Prince George’s County, EDC, business owners, Chambers of Commerce

■■ Develop apprenticeship and internship programs between high schools and local employers (mid-term, ongoing). Several residents, during the public outreach work sessions, expressed that the subregion’s youth are becoming disenfranchised at a very early age. These residents noted that children as young as middleschool aged are “giving up” on school, believing what they are learning will not help them find employment. In an effort to minimize these issues, apprentice programs designed to pair students with business operators in fields where

the student has an expressed interest should be explored.

◊ Partners: Business owners, Board of Education (BOE), Small Business Initiative (SBI) in partnership with the EDC, Chambers of Commerce

■■ Create partnerships between regional colleges and local workforce training center (long-term, ongoing). Prior to establishing a local training/ workforce development center in Subregion 4, Prince George’s County should work with local and regional post-secondary education institutions in providing services to local residents. Most notably, the University of Maryland is located in Prince George’s County and has the resources and diversity in education opportunities to assist in creating, administering, and implementing a variety of such programs. The selection of programs should be created through careful planning and outreach to local businesses and residents.

important to note that locating neighborhoodserving retail in specific areas is meant to preserve and strengthen the local commercial character of the area and should not create competition with the major commercial corridors of Subregion 4. Planners identified four areas that possess the potential for retail-related redevelopment. They are located along or near the intersections of: ■■ Addison Road and Walker Mill Road

■■ Landover Road and Martin Luther King Jr Highway ■■ Addison Road and Martin Luther King Jr Highway ■■ Silver Hill Road and Suitland Road

The immediate areas surrounding these intersections (one-half mile) currently have some level of retail component and were selected based on their locational attributes, building conditions, vacancy levels, accessibility, and visibility.

◊ Partners: Local colleges and universities, BOE, SBI in partnership with the EDC, Chambers of Commerce

To realize the full market potential of these neighborhood-serving retail areas, the following actions items need to be implemented.

Support the continued revitalization of neighborhood-serving retail and service centers at appropriate locations.

■■ Continue to implement the recommendations made in preexisting commercial corridor plans (short-term, ongoing). Subregion 4, Marlboro Pike, and Central Avenue TOD corridor development strategies have recently been completed. Efforts being made to follow through on the recommendations put forth in these studies need to continue while work begins on the four target areas mentioned above. These plans complement the neighborhood-serving retail investment areas instead of competing with them, as they are design-focused. Placing this emphasis on reconditioning the aesthetic appeal of these corridors will lead to increased activity at the revitalized commercial nodes as more people are attracted to the area.

Goal 5

PLAN IMPLEMENTATION

The proposed development at the growth centers and planned commercial projects surrounding Subregion 4 could possibly limit the market potential that exists within the living areas. Larger developments, such as Ritchie Station Marketplace, Woodmore Towne Centre, and Westphalia, along with the growth centers, will draw from a regional consumer base as the clustering of commercial businesses will provide substantial levels of convenience. As a result, commercial activity in the living areas likely will focus on businesses that serve everyday needs of a typical resident. These businesses include convenience stores, child care, laundry services, and restaurants, among others. Focusing these business types into select areas accessible by all residents will spur investment due to the pedestrian and consumer activity that can be generated. In addition, this effort can act as a catalyst for the revitalization of a community. It is

Action Items

◊ Partners: Developers, EDC, Chambers of Commerce, M-NCPPC, business owners, property owners

■■ Addison Road and Walker Mill: Study the market potential and impacts rezoning the

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industrial center to accommodate additional retail establishments (mid-term). The Walker Mill Business Park is an underutilized industrial area and is surrounded by residential neighborhoods that lack easy access to major roadways. In addition, the retail market analysis shows that this area has the highest demand for retail and services of the four targeted markets and the lowest sales capture rate. As a result, this area is experiencing high levels of sales leakage as residents are going elsewhere for goods and services. The Walker Mill Square commercial center to the north of the business park caters to some of this demand; however, its diversity of businesses cannot satisfy the local demand. Rezoning the area to increase retail capacity would decrease the lost sales currently being experienced. ◊ Partners: Developers, EDC, Chambers of Commerce, M-NCPPC, business owners, property owners

■■ Landover Road and Martin Luther King Jr Highway: Refocus and relocate the current business community (mid-term). The proposed TOD that is to occur at the Landover Metro Station will negatively impact the market viability at the Dodge Park and Kent Village shopping centers. Decisive steps, including coordination between business and property owners and key stakeholders, is necessary to achieve the plan vision. Relocation assistance may also be used to diversify uses along Martin Luther King Jr Highway and provide better visibility promoting the thoroughfare as a gateway into Glenarden. ◊ Partners: Developers, EDC, Chambers of Commerce, M-NCPPC, business owners, property owners

■■ Addison Road and Martin Luther King Jr Highway: Provide incentive packages to stimulate reinvestment in aging properties (mid-term). The western end of Martin Luther King Jr Highway in Seat Pleasant has the potential to be a major gateway into Prince George’s County from Washington, D.C. However, aging properties along this highway indirectly lead to disinvestment in the area. Providing incentives to property owners, such as façade improvement

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grants, business services, and marketing programs, carry the potential to spur increased investment opportunities. ◊ Partners: Developers, EDC, Chambers of Commerce, M-NCPPC, business owners, property owners

■■ Silver Hill Road and Suitland Road: Develop a business improvement district (BID) to attract new investment (long-term). There are a multitude of retail establishments near this intersection that combined are not capturing the current level of demand that exists. Shopping centers to the north (i.e., Penn Station) and south (i.e., Iverson Mall, Marlow Heights) contribute to area sales leakage, but development planned for the area has the potential to increase consumer activity. Developing a BID or establishing a TIF district for this area could provide the financial resources for marketing, maintenance, and physical improvements that are needed to attract new investment opportunities. ◊ Partners: Developers, EDC, Chambers of Commerce, M-NCPPC, business owners, property owners

Goal 6

Coordinate with property owners and key stakeholders in transitioning potential reinvestment areas. Subregion 4 is highly developed with few greenfields. However, there are a few large properties within Subregion 4 that potentially could be revitalized if they are transitioned from their current uses. One of these large parcels, Forestville Shopping Center, is likely to provide greater benefits to Subregion 4. Two additional sites are the Summerfield Military Housing development and the FedEx Field parking area, both located near the Morgan Boulevard Metro Station. The U.S. Airforce may not renew its current lease with the property owner at the Summerfield Military Housing development. The owner of the Washington Redskins may choose to relocate the team prior to the end, or at the end, of their current lease agreement with the county. These sites have the potential to accommodate substantial development.

These above-mentioned sites should be viewed as potential reinvestment areas to be utilized as catalyst projects for revitalization efforts in Subregion 4. However, any potential future use of these sites should not compete with proposed development at the growth centers. Transitioning uses at these sites should be a direct response to what the local market demands and any nearby available assets. Coordinating transition efforts can only be accomplished with the full cooperation and involvement of public and private stakeholders. The following action items correspond with the characteristics of each site: ■■ Forestville Shopping Center: Provide appropriate physical buffers between the site and nearby residential areas (short-term). Many residents have expressed concern that industrial businesses are negatively affecting their neighborhoods. Although it is important to preserve the residential property values in Subregion 4, it is also important to preserve the industrial market in the area due to its strong source of revenue for the county. The location of the Forestville Shopping Center is deemed ideal for industrial uses because it has easy access to I-95/495. Providing a physical buffer between the site and its surrounding neighborhoods will increase the prospects of attracting and relocating additional industrial users to the area.

■■ Summerfield housing development: Encourage TOD through zoning changes and financial incentives (mid-term). The Summerfield Military Housing Community will have a multitude of options for redevelopment if and when the military opts out of its lease on this property. With relatively easy access to the Morgan Boulevard Metro Station, this site has strong potential for TOD. Providing financial incentives and increased zoning densities at the site will help strengthen and encourage this type of development. Due to its magnitude and location near Morgan Boulevard, redevelopment is crucial to the future market potential of the area.

■■ FedEx Field: Encourage infill development on the parking areas at the site (long-term). The FedEx Field Parking Area Redevelopment Initiative (Opportunity Site 2, as described in Chapter 12: Urban Design) is beneficial to the community as mixed-use neighborhood infill regardless of the future use of the stadium on site. Designating the space as a possible TIF district is likely to provide the incentive needed to spur new development.

◊ Partners: Property owners, developers, EDC, Prince George’s County, State of Maryland, community associations

Housing and Neighborhood Conservation The guiding principles for housing and neighborhood conservation take into consideration the framework established by the Subregion 4 Master Plan, while implementing short-range catalyst projects that can be expanded as time and additional resources become available: ■■ Support the recommendations for new singlefamily development throughout the subregion and build capacity of potential first-time home buyers by designing and implementing a home ownership assistance center that provides preand post-homeowner counseling and marketing support for new, residential developments.

PLAN IMPLEMENTATION

◊ Partners: M-NCPPC, EDC, Prince George’s County, business owners, property owners, developers

◊ Partners: Property owners, developers, CDC, M-NCPPC, Prince George’s County, EDC

■■ Provide incentives for developers at the General Plan centers to include redevelopment of older neighborhoods designed to stabilize the existing neighborhood and attract moderate- to middleincome families. ■■ Adopt housing design guidelines that reinforce the character of older neighborhoods.

■■ Provide technical assistance to neighborhood groups and local nonprofit development organizations as a means of building partnerships with the county. ■■ Provide incentives to homeowners for housing rehabilitation to address blight.

An important component in the Subregion 4 Master Plan housing and neighborhood policies and Approved Subregion 4 Master Plan and Sectional Map Amendment

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Table 13-1: Subregion 4 Economic Development Strategy Implementation Matrix Implementation Lead Implementation Timing Public/NP Private Goal 1: Continue low-density, suburban residential and commercial development in the living areas Action 1: Establish residential infill development program PP, CD, D, F Short-term for market-rate housing CA Action 2: Create a home ownership assistance center US, HC R, F Short-term Action 3: Develop a comprehensive façade improvement ED, CD, O, I, D Short-term program for commercial properties CH Action 4: Increase the diversity of residents within PG, HC O, D Mid-term Subregion 4 by promoting mixed-income developments Goal 2: Develop a comprehensive toolbox of incentives and policies designed to promote economic development Action 1: Identify tax increment financing locations to PG, ED, O, D Short-term promote neighborhood serving commercial MD development Action 2: Develop regulatory and incentive programs that PG, ED, O, D Mid-term encourage reinvestment in disadvantaged CA residential and industrial areas Action 3 Establish and administer a revolving loan fund CD, ED, B, O Mid-term, US ongoing Action 4 Create a security investment fund program for ED, CH, B, O Short-term, local business owners PG ongoing Primary Goals and Supporting Action Items

Goal 3: Maintain and protect Subregion 4’s industrial and employment areas Action 1: Change zoning under Forestville Shopping Center PG, PP O, I Short-term to allow for industrial development Action 2: Work with key stakeholders on the future of PG, ED, O, I Mid-term Walker Mill Business Park PP Action 3: Provide physical buffers between residential PG, ED, O, I Mid-term neighborhoods and industrial centers CA Action 4: Create financial incentives to attract various types PG, ED, D Mid-term of industrial development for diversification MD Goal 4: Improve access to workforce training programs and enhance small business development practices Action 1: Provide annual local market update reports to ED, PG, Short-term, encourage successful entrepreneurship CD, UV ongoing Action 2: Open a local “small business” development and PG, ED, O Mid-term workforce training center CH Action 3: Develop apprenticeship and internship programs BE, ED, I Mid-term, between high schools and local employers CH ongoing Action 4: Create partnerships between regional colleges and BE, ED, Long-term, local workforce training center CH, UV ongoing

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Estimated Cost E C C A

A D C C

A A C E B C B B

(Cont’d) Table 13-1: Subregion 4 Economic Development Strategy Implementation Matrix Implementation Lead Implementation Estimated Timing Cost Public/NP Private Goal 5: Support the continued revitalization of neighborhood-serving retail and service centers at appropriate locations Continue to implement the recommendations ED, PP, Short-term, O, I, D C Action 1: made in pre-existing commercial corridor plans CH, PG ongoing Study the market potential and impacts rezoning ED, PP, the industrial center to accommodate additional O, I, D Mid-term C CH, PG Action 2: retail establishments Addison Road and Martin Luther King Jr ED, PP, Highway: Provide incentive packages to stimulate O, I, D Mid-term C CH, PG Action 3: reinvestment in aging properties Silver Hill Road and Suitland Road: Develop a ED, PP, business improvement district (BID) to attract O, I, D Long-term C CH, PG Action 4: new investment Goal 6: Coordinate with property owners and key stakeholders in transitioning potential reinvestment areas Forestville Shopping Center: Provide appropriate physical buffers between the site and nearby PP, ED, PG O, I, D Short-term B Action 1: residential areas Summerfield housing development: Encourage PP, ED, O, D Mid-term D TOD through zoning changes and financial PG, CD Action 2: incentives FedEx Field: Encourage infill development on the ED, MD, O, D, Long-term A Action 3: parking areas at the site PP CA Primary Goals and Supporting Action Items

LEGEND

Short-term = completion within the next five years Mid-term = implemented within five to ten years Long-term = established after ten years Ongoing = constant interaction between all parties involved

Private D Development Community F Financial Institutions I Industry Leaders O Property Owners R Realtors/Brokers C Consultant B Business Owners

PLAN IMPLEMENTATION

Implementation Leaders Public/Nonprofit: PP Maryland-National Capital Park and Planning Commission ED Prince George’s County Economic Development Corporation HC Prince George’s County Housing and Community Development PG Prince George’s County CH Chambers of Commerce MD State of Maryland US Federal Government BE Local Boards of Education UV Local Colleges and Universities CA Community Civic Associations CD Local Community Development Corporation

Cost Estimate A Under $10,000 B $10,000 to $100,000 C $100,000 to $500,000 D $500,000 to $1,000,000 E Over $1,000,000 TBD To Be Determined

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strategies is the need to target the initial projects to specific areas in Subregion 4. This approach creates a catalyst for other development activity in surrounding areas. Catalyst initiatives should be designed to take into consideration opportunities for new infill construction, rehabilitation of vacant structures, community capacity building, and rehabilitation of houses occupied by current homeowners. After target project areas are selected, careful attention should be given to the structure of public/ private funding partnerships. The county’s role in the partnership should focus on the implementation and delivery of services. As part of the housing and neighborhood implementation initiatives, a focused marketing plan should be developed that promotes living in Subregion 4, details and promotes the planned revitalization of its neighborhoods, and introduces financial incentives to encourage home ownership and community building.

Goals

■■ Increase opportunities for infill single-family detached residential housing development in living areas. ■■ Use historic and cultural strengths of older Subregion 4 neighborhoods as a tool for development and growth.

■■ Link the development of growth centers to older residential and retail neighborhoods within close proximity.

■■ Create a new Subregion 4 nonprofit community development corporation (CDC) to deliver technical assistance to developers and property owners. The use of a nonprofit housing and development organization will help in the delivery of housing and neighborhood-oriented implementation strategies. It is recommended that a qualified CDC be organized specifically to work in the Subregion 4.

Key Objectives for the Subregion 4 CDC ■■ Acquisition and renovation of bank-foreclosed, tax-foreclosed, and city-owned properties. Although initial progress can be slow, the CDC

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could be a key source to redeveloping these properties.

■■ Preservation of affordable housing, including tax credit projects and expiring Section 8 projects. Successful CDC involvement in acquisition of these projects from for-profit owners is critical to serving the low-income housing market.

■■ Development of community facilities and programs, including more diversified approaches to neighborhood change, social services, education, workforce, and youth development programs.

■■ Aggressive CDC entry into commercial revitalization activities, supported by new federal tax credits for economic development projects, and building on recent moves by some CDC industries to support retail strip improvements as a missing component of overall neighborhood revitalization strategies.

■■ Development and revitalization of vacant buildings. The developing entity (for-profit, nonprofit, or prospective home buyer) would secure a construction line-of-credit or acquisition/rehabilitation loan from a local lender, hire a qualified contractor, and complete construction on the vacant building.

■■ Rehabilitation of owner-occupied homes.

■■ Development of housing for both rental and owner-occupied housing.

■■ Planning and organization to revitalize the subregion. This would include neighborhood planning, community organizing and advocacy, neighborhood cleanup, community safety, or any program requiring active participation of community and residents.

■■ Increasing home ownership (e.g., down payment assistance, prepurchase counseling, postpurchase counseling, emergency repair, housing rehabilitation, or any program to help support or increase home ownership and neighborhood stabilization). ■■ Development of commercial properties, including providing business technical assistance, commercial building renovation. ■■ Development of community infrastructure.

Map 13-1: Location of Housing and Neighborhood Implementation Projects

Ard wic k-

Ard mo re R d

GLENARDEN CITY INFILL REVITALIZATION

202

Rd Jr Hw y

704 Sheriff Rd

FAIRMOUNT HEIGHTS NEIGHBORHOOD CONSERVATION PLAN

t Dr asan le P Seat

495

NORTHERN PORTION OF THE SUMMERFIELD SITE

214

Larc hm ont Ave

332

n Rd Addiso

Walker Mill Rd

LU M BI A

Hil lR d

Central Ave

OLD CENTRAL AVENUE / MAIN STREET REVITALIZATION

organ Garrett A M

M ar tin

Lu th er

Ki ng

rk bia Pa Colum

Reds kins Rd

La nd ov er Rd

ST RI C TO F

Rd hie c t i R

WORKFORCE HOME BENEFIT INITIATIVE

Av e

Silv er Hil l

Su itla nd

Pe nn sy lva nia 458

Mar lbor o Pik e

DISTRICT HEIGHTS HOMEOWNER REHABILITATION

NORTH 0

Legend Commercial

Mixed Use Commercial

Residential Medium

Industrial

Mixed Use Residential

Residential Medium High

Residential Low

1/2 mi.

3/4 mi. 1 mi.

Residential High

Public and Private Open Space

SUBREGION 4 MASTER PLAN, Institutional

1/4 mi.

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■■ Advancement of workforce and youth development, including job readiness training, skills development, youth employment and training, leadership training.

■■ Development of open space, including community gardens, park improvements, greenway development.

Implementation Projects Glenarden City Infill

Goal Assemble and package key vacant land sites, or sites that can be cleared for redevelopment, as catalyst projects to jump-start residential redevelopment near new or proposed retail, mixeduse, or commercial development sites.

Action Item

■■ The focus of single-family infill housing should be for home ownership as a means of reinforcing traditional residential zoning and land use patterns. The proposed development should consider increasing density through the use of single-family attached townhomes. In an effort to maximize the impact of new singlefamily infill developments, project sites should be considered in conjunction with the location of housing and development strategies that feature renovation of existing homes. It is important that infill development strategies work in tandem with the renovation of vacant houses and occupied houses in need of repair.

Implementation Strategies

■■ Utilize building design and architecture that is sensitive to the existing history and character of the community. ■■ Provide housing counseling that addresses prepurchase and mortgage delinquency, home equity reserve mortgage counseling, and foreclosure mitigation.

■■ Encourage the development of workforce housing that can be purchased by existing Subregion 4 residents who qualify for affordable mortgage products. ■■ Identify and recommend financing and development subsidies that encourage nonprofit

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and for-profit development and leverage the involvement of conventional lenders.

■■ Encourage the development of mixed-income development that attracts a range of household incomes.

■■ Utilize housing counseling, affordable housing mortgage products that feature low downpayment requirements, and flexible underwriting, which should be used in conjunction with HUD’s community development block grants (CDBG) and HOME Investment Partnerships Program funding.

■■ Utilize the federal home loan bank’s Affordable Housing Program to develop affordable housing for home ownership.

Northern Portion of Summerfield Military Housing Site (Garrett Morgan Boulevard, Ridgefield Boulevard, and Valley Trail Lane)

Goal Determine the best mix of land uses, densities, and design features needed to create a unique sense of place and capitalize on the proximity to FedEx Field, the Morgan Boulevard Metro Station, and the Arena Drive interchange for I-95/495.

Action Items

■■ Design the land use of a site development concept consistent with sound community development principles, (e.g., mixed-use, mixed-income urban development concepts and design). ■■ Solicit a private sector developer using a request for proposal (RFP) process that places emphasis on development of mixed-income housing.

Implementation Strategies

■■ Encourage redevelopment of the northern portion of the Summerfield Military Housing site to be consistent with the long-range development plans presented in the FedEx Field redevelopment scenario in Chapter 12: Urban Design Concept Plans or with the regulating plan designed in accordance with the vision presented in Chapter 6: Centers and Corridors. ■■ Conduct a detailed site analysis and develop a site plan to construct a mixed-use, mixed-

income community that embraces sound community development principles.

■■ Prepare a solicitation to find a qualified development partner to plan and develop a mixed-use neighborhood that includes retail and owner-occupied and rental housing.

■■ Establish development guidelines to ensure the architectural elements of the surrounding community are incorporated into the new project.

■■ Encourage the for-profit developer to collaborate with an organization that can provide counseling services to support both home buyers and renters.

■■ Leverage conventional financing with public subsidies to fund development gaps and enable lower-income families to purchase or rent homes developed in this project.

■■ Utilize low-income housing tax credits for the development of medium-density rental housing. ■■ Utilize the federal home loan bank’s Affordable Housing Program to develop affordable housing to increase home ownership opportunities.

Fairmount Heights Neighborhood Conservation Plan (Model Neighborhood Conservation District should be selected in partnership with the City of Fairmount Heights’ elected officials and community stakeholders)

Goal

Action Item

■■ Address code violations whenever the reoccupancy of a home occurs through a transfer of ownership or a change in renters. The proposed neighborhood conservation district should combine elements of historic preservation and code enforcement.

■■ Encourage architectural sensitivity and rehabilitation standards as part of the overall approach to both minor and major rehabilitation. ■■ Provide housing counseling that prepares families and individuals to transition from rental to owner-occupancy.

■■ Provide financial incentives that encourage owners to reinvest in their property without passing the cost of reinvestment to lowerincome tenants.

■■ Link identification of code violations with financial incentives and technical assistance to encourage reinvestment.

■■ Design an outreach and marketing component in the overall approach to encouraging rehabilitation to address displacement and gentrification.

■■ Target marketing of vacant/abandoned homes to moderate- and middle-income home buyers to facilitate mixed-income households moving into Fairmount Heights. ■■ Utilize conventional mortgage products for acquisition and rehabilitation loans to leverage public financing.

■■ Utilize conventional mortgage products for the acquisition of vacant houses requiring extensive rehabilitation.

■■ Utilize grants and deferred payment loans (DPLs) as the funding mechanism for owneroccupied homes requiring minor to moderate rehabilitation.

PLAN IMPLEMENTATION

Work with the City of Fairmount Heights to develop a model demonstration project using a neighborhood conservation plan approach designed to preserve and protect the architectural and historical character of the neighborhood.

Implementation Strategies

■■ Consider the conversion of DPLs into grants as an incentive for investors to sell their houses to their renters or income-restricted purchasers. ■■ Utilize CDBG and HOME funds as a key component to financing of rehabilitation projects.

■■ Explore utilizing the National Trust for Historic Preservation’s revolving loan program that is designed to support the preservation of historic or potentially historic neighborhoods located in inner-city neighborhoods.

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Old Central Avenue Main Street Development (Old Central Avenue from Suffolk Avenue to Southern Avenue)

Goal Work with owners of buildings and businesses to improve façades within a designated area along Old Central Avenue.

Action Item

Remove old façade structures; install new and replacement awnings, canopies, and signs; landscape; and perform other improvements in a manner consistent with the applicable regulations, codes, ordinances, and design criteria. No façade improvement grant may exceed 50 percent of the project cost.

Implementation Strategies

■■ Provide assistance to help building/business owners determine the most effective changes for the building, ensure façade renovations meet the established designed criteria, and complete their grant applications. ■■ Encourage the current and future Old Central Avenue business owners to develop an association that would eventually evolve into a businesses improvement district (BID).

■■ Design the BID to be informal in order to expedite development of its recommendations. ■■ Provide design assistance to prepare façade improvement plans.

■■ Secure bid(s) by the building owner/business owner for façade improvements.

■■ Provide evidence by the building owner/ business owner of completed work through final inspection by the applicable building compliance office or by an authorized county inspector.

■■ Seek technical assistance from the National Trust for Historic Preservation’s Main Street Program.

Workforce Home Benefit Initiative (Program area should be selected in partnership with selected area employers, elected officials, and community stakeholders)

Goal Improve the retention and recruitment of employees through Workforce Home Benefit programs.

Action Item

Work with area employers to address the commuting issues of the area employees, especially federal employment center employees working in Living Area E. The structure of the initiative should be designed to have impact on the surrounding neighborhood as employers would be asked to provide down payment, closing cost, or other incentives to employees who purchase homes close to their place of employment. The program will mainly provide: (1) special loan products with flexible features through local lenders; (2) financial literacy/home buyer education; and (3) new or renovated homes built near work sites.

Implementation Strategies

■■ Develop brochures and other collateral materials about the program that will be made available through area employers. ■■ Require all employees who choose to take advantage of the program to also attend home buyer education classes and counseling. ■■ Focus on developing new housing units or renovating existing structures in the areas around the federal employment centers.

■■ Focus the outreach, education, and administration on marketing the initiative to federal employees living within a one-mile radius of the federal employment centers.

■■ Focus on providing new, specialized financing for federal employees and other employees of major employers located within a one-mile radius of the federal employment center to purchase homes.

■■ Encourage for-sale housing developers to utilize the Workforce Home Benefit Program.

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■■ Utilize housing development zoning and land use regulations, as well as publicly funded development incentives, to encourage qualified developments. ■■ Work with Freddie Mac or Fannie Mae to identify local lenders who have agreed to participate in their Workforce Home Benefit Programs or employer-assisted programs.

■■ Work with participating area employers to design incentives (e.g., down payment and closing cost assistance, on-the-job home ownership counseling, etc.) to promote home ownership close to work.

District Heights Home Ownership Initiative (“Model Block” area should be selected in partnership with District Height’s public officials, county officials, and community stakeholders)

Goal Work with the City of District Heights to implement a home ownership initiative based on designing a model block homeowner rehabilitation program.

Action Item

Implementation Strategies

■■ Establish design guidelines to encourage architectural sensitivity and rehabilitation standards as part of the overall approach to both minor and major rehabilitation.

■■ Require housing counseling that prepares families and individuals to transition from rental to home ownership.

■■ Link identification of housing code violations with financial incentives and technical assistance to encourage reinvestment. ■■ Establish an outreach and marketing component to encourage rehabilitation and program participation.

■■ Establish guidelines to allow owners to contract directly with qualified contractors as an option.

■■ Include in the production process the preparation of detailed work write-ups and construction specifications to provide guidance to all rehabilitation work. The use of design standards for all renovations should be required.

■■ Use conventional mortgage products for acquisition and rehabilitation loans or to refinance existing debt as a second mortgage. ■■ Work with local lenders who offer an acquisition and rehabilitation mortgage product specifically designed for vacant properties in neighborhoods similar to those in District Heights. ■■ Target publicly funded housing rehabilitation grants and DPLs to focused program initiatives rather than scattered sites.

Public Facilities, Environment, and Historic Preservation Public facilities, the environment, and historic preservation are central to the quality of life of Subregion 4, and each must be supported by careful planning to reinforce and enhance the livability and sustainability of our communities. As this plan is implemented, consideration must be given to the interrelationships between land use and the need for public facilities, the environment and land use, and the role that historic sites and resources have in reinforcing a sense of place and the region’s history. By coordinating actions within each of these areas, we can create coherent strategies that implement the broad goals of this plan and maximize the region’s potential.

PLAN IMPLEMENTATION

Leverage a one-block revitalization that demonstrates the impact of a targeted approach to neighborhood revitalization. The model block should have maximum visibility to the general public and demonstrate several housing revitalization approaches, including homeowner rehabilitation and substantial renovation of vacant and deteriorated housing.

■■ Provide assistance in preparing plans and construction specifications to ensure compliance to design guidelines.

Public facilities must serve the community’s needs as they provide essential services, such as education, Approved Subregion 4 Master Plan and Sectional Map Amendment

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public safety, libraries, and water and sewer. These facilities must be adequate to serve the public’s needs today and in the future. They also must be accessible and offer levels of service that respond to the changing needs of our communities. This plan seeks to ensure that these facilities are adequate in the future and that existing gaps be filled. Prince George’s County’s environmental infrastructure is an interconnected system of public and private lands that contain significant areas of woodlands, wetlands, water supply reservoirs, wildlife habitat, and other areas. This plan seeks to restore the ecological functions of these systems through environmentally sensitive design and the use of technologies and techniques that will mitigate existing problems and prevent future ones. This plan also seeks to integrate environmental considerations into development and redevelopment projects so that the green infrastructure network is protected, restored, and supported by the region’s future development pattern. Addressing environmental issues will require a coordinated, multidisciplinary effort that draws on the resources that county and state agencies can provide.

Subregion 4 features significant historic sites and resources that must be appreciated and valued as important elements of our communities. By restoring, protecting, and providing for the adaptive use of these resources, we will enhance the unique character of the area. The following matrix details the plan goals related to public facilities, the environment, and historic preservation issues, as well as specific actions related to these goals. The key parties involved in implementing these actions are identified and time frames set. This matrix summarizes and supports the detailed discussion of these plan elements and issues that are included elsewhere in the plan.

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Table 13-2: Summary of Housing and Neighborhood Implementation Projects, Financing Sources, and Key Players Living Area

Catalyst Project

Financing Sources

Key Players City of Glenarden, Nonprofit/For-profit Developers, Local Lenders, State of Maryland, M-NCPPC, Department of Housing and Community Development (DHCD)

Zone 1-C Northern Portion of Summerfield Site

Conventional Lending, County Subsidy Through Federal Programs (e.g., CDBG, HOME), Secondary Mortgage Market, Federal Housing Administration, U. S. Dept. of Defense (DOD), U. S. General Services Administration (GSA)

For-profit/Nonprofit Developers, Local Lenders, Federal Government, DOD, GSA, M-NCPPC, DHCD

Zone 2-B Fairmount Heights Neighborhood Conservation Plan

Private Lending, City/County Subsidy Through Federal Programs (e.g., CDBG, HOME), Secondary Mortgage Market, National Trust for Historic Preservation

Investor Owners, For-profit/ Nonprofit Developers, Local Lenders, M-NCPPC, DHCD

Zone 2-D Old Central Avenue Main Street Revitalization

Historic Tax Credits, City/County Subsidy Through Federal Programs (e.g., CDBG, HOME), Conventional Financing, Secondary Mortgage Market, National Trust for Historic Preservation

Current Property Owners, For-profit Developers, Local Government, M-NCPPC, DHCD

Zone 3-E Workforce Home Benefit Initiative

Local Employers, Local Lenders, New Homebuyers

Federal Government, First-time Home Buyers, M-NCPPC

Zone 3-F

Local Government, Existing Homeowners, Neighborhood Associations, Foundations, DHCD

Existing Homeowners, M-NCPPC, Local Contractors, Local Building Suppliers, DHCD

District Heights Homeowner Rehabilitation

Approved Subregion 4 Master Plan and Sectional Map Amendment

PLAN IMPLEMENTATION

Zone 1-A Glenarden City Infill County Subsidy Through Federal Revitalization Programs (e.g., CDBG, HOME), Conventional Financing, Secondary Mortgage Market, Neighborhood Stabilization Program

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Table 13-3: Subregion 4 Housing and Neighborhood Strategy Implementation Matrix Implementation Lead Implementation Estimated Timing Cost Public/NP Private Goal 1: Increase opportunities for infill single-family, detached residential housing development in the living areas. Action 1 Establish building design and architecture HC, PP, D, F,C Short-term A guidelines that are sensitive to the existing housing CD, CA character Action 2 Provide pre- and post-purchase housing counseling HC, CA, DC,O, I Short-term, A and foreclosure mitigation through a homeowner PP ongoing assistance center Action 3 Assemble property to packaging keys parcels for US, HC D,R, F Mid-term C delivery to for-profit and nonprofit developers Action 4 Design financing subsidies that encourage the ED, PG, O, I Mid-term, B involvement of conventional lenders CH ongoing Action 5 Increase the diversity of residents within Subregion PG, HC O, D Long-term A 4 by promoting mixed-income developments Goal 2: Use historic and cultural strengths of older Subregion 4 neighborhoods as a tool for development and growth. Primary Goals And Supporting Action Items

Action 1 Designate Neighborhood Conservation Districts to HC, ED, C,O, I, D Mid-term B preserve and build on important historic and CD, CH cultural landmark sites Action 2 Use rehabilitation standards when completing both CH, ED, C,O, I Mid-term A minor and major rehabilitation with neighborhood PG conservation districts/areas Action 3 Targeted marketing of vacant/abandoned homes to PG, ED, O, D Short-term C moderate/middle income homebuyers MD Action 4 Link the identification of code violations with PG, ED, Mid-term D financial incentives and technical assistance to CA encourage reinvestment Action 5 Create a land bank to purchase vacant homes in CD, ED, B, O Long-term C foreclosure US Action 6 Use a rental rehabilitation program to work with PG, ED, O, D Mid-term D small investors by providing financial incentive to PP reinvest in affordable housing Goal 3: Link the development of growth centers to older residential and retail neighborhood areas within close proximity. Action 1 Provide incentives to developers of growth centers PG, PP D,O, I Long-term A to expand development footprint to include adjacent older neighborhoods Action 2 Provide façade improvement funding to encourage PG, ED, O, I Mid-term A reinvestment in older neighborhood retail areas PP Action 3 Provide pedestrian linkages between residential PG, ED, O, I Mid-term C neighborhoods and proposed growth center areas CA

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(Cont’d) Table 13-3: Subregion 4 Housing and Neighborhood Strategy Implementation Matrix Primary Goals And Supporting Action Items

Implementation Lead Implementation Estimated Timing Cost Public/NP Private PG, ED, D Mid-term E MD

Action 4 Organize a business improvement district (BID) among existing retail business owners to support marketing and development Goal 4: Create a new Subregion 4 nonprofit CDC to deliver technical assistance to developers and property owners. Action 1 Function as lead developer of affordable housing to ED, PG, Mid-term first time homebuyers CD, UV Action 2 Provide home ownership counseling services for PG, ED, C, I Short-term, new homes purchased throughout Subregion 4 CH ongoing Action 3 Act as an intermediary to help translate programs PP, BE, C, I Short-term, ED, CH ongoing and strategies to families in need of housing related services Action 4 Provide capacity building assistance for existing BE, ED, C, D, I Mid-term, neighborhood organizations and other community CH, UV ongoing leadership

LEGEND

C A A

Private D Development Community F Financial Institutions I Industry Leaders O Property Owners R Realtors/Brokers C Consultant Cost Estimate A Under $10,000 B $10,000 to $100,000 C $100,000 to $500,000 D $500,000 to $1,000,000 E Over $1,000,000

PLAN IMPLEMENTATION

Short-term = completed within the next five years Mid-term = implemented within five to ten years Long-term = established after ten years Ongoing = constant interaction between all parties involved

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Table 13-4: Subregion 4 Green Infrastructure— Environment, Public Facilities, and Historic Preservation Strategy Implementation Matrix

Implementation Lead Implementation Estimated Timing Cost Public/NP Private Goal 1: Protect, preserve, and enhance the Green Infrastructure network. Action 1 Protect Green Infrastructure environmental corridors PP D, O Ongoing A by focusing development outside the network. Implement this during the review of land development proposals to ensure the highest level of preservation and restoration possible with limited impacts for essential development elements. Action 2 Assess the potential to acquire land parcels in PP, CO O Mid-Term, E designated Green Infrastructure network gap areas, to Ongoing further protect and expand the network. Action 3 Evaluate land development proposals in the vicinity PP, DER D, O Ongoing A of Special Conservation Areas (SCA) to ensure that SCAs are not impacted and that Green Infrastructure connections are maintained or restored. Action 4 Limit impacts on the Green Infrastructure network PP, DER D, O Ongoing A to those necessary for the reasonable development of properties PP, DER D, O Ongoing Unk. Action 5 Provide mitigation of impacts to the regulated areas within the development site, drainage area, subwatershed, or watershed by exhausting the mitigation areas identified in the countywide mitigation database and then seeking other opportunities within the river basin. Goal 2: Minimize the impacts of development on the Green Infrastructure network and SCAs. Action 1 Protect and enhance water quality upstream of the PP, DER O Ongoing A Suitland Bog by requiring the preservation or establishment of 75-foot stream buffers on streams. Action 2 Require the retrofitting of existing or installation of PP, DER O Ongoing Unk. new water quality structures to ensure that water quality is maintained or enhanced above the Suitland Bog. Goal 3: Restore and enhance water quality in areas that have been degraded and preserve water quality in areas not degraded. Action 1 Prepare a strategic watershed-wide plan for PP, DER, Short-Term C addressing stormwater quality and quantity CO Action 2 Maintain, enhance and restore woody buffers around PP, DER, D, O Ongoing D streams to preserve and protect water quality CO Action 3 Undertake water quality demonstration projects on PP, DER, Mid-Term, E county property using Environmental Site Design CO Ongoing (ESD) and other innovative techniques Action 4 Use conservation landscape techniques to be PP, DER D, O Ongoing Unk. evaluated during the development review process Action 5 Assess potential drainage problem areas and areas PP, DER, O Mid-Term B within the 100 year flood plain for retrofit projects CO Primary Goals And Supporting Action Items

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(Cont’d)

Table 13-4: Subregion 4 Green Infrastructure— Environment, Public Facilities, and Historic Preservation Strategy Implementation Matrix

Implementation Lead Implementation Estimated Timing Cost Public/NP Private Goal 4: Improve the base of information needed for the county to undertake and support stream restoration and mitigation projects. Action 1 Continue collection of stream mitigation data for the DER, PP, C Ongoing C addition to the countywide mitigation database, using CO stream corridor assessments DER, PP, Ongoing B Action 2 During the review of land development proposals, consult the countywide mitigation database and CO require the restoration of streams as close to the development site as legally possible C Ongoing B Action 3 Coordinate data contributions for possible mitigation sites DER, PP, CO Goal 5: Require on-site management of stormwater for development and redevelopment activities through the use of environmentally sensitive techniques. Action 1 Require the use of shared environmentally sensitive CO, DER, D, O Short-Term, A stormwater management facilities where appropriate PP Ongoing D, O Short-Term, D Action 2 Increase stormwater storage in appropriate areas, such DER, CO as open space and preserved and constructed Ongoing wetlands Goal 6: Ensure that adequate buffers are maintained and enhanced and utilize design measures to protect water quality. O Ongoing D Action 1 Maintain and enhance adequate woody, vegetated buffers PP, DER, around streams to preserve and protect water quality CO Action 2 Identify possible locations for additional bioretention DER, PP O Mid-Term B features to serve one or more properties Action 3 Enhance buffers through the Woodland PP, DER, D, O Short-Term, A Conservation Ordinance required through the review CO Ongoing of land development proposals Action 4 Require street tree plantings to be incorporated as DPW, DER, D, O Short-Term, A storm management features PP Ongoing Goal 7: Reduce air pollution to support public health and wellness on Transit Oriented Development and Transportation Demand Management (TDM) projects and programs. Action 1 Assist in the development of a Strategic Climate CO, PP I Short-Term, C Action Plan that examines Prince George’s County Ongoing greenhouse gas emission and reduction strategies Action 2 Engage in outreach to educate and raise awareness CO, PP I Short-Term, B regarding how residents and businesses can address Ongoing air quality and climate change at the subregion level Action 3 Reduce air pollution and energy use by prioritizing CO, PP, I, D Short-Term, A TDM projects, transit, and mixed use development DPW Ongoing Action 4 Encourage the use of clean energy sources, such as CO, PP D, F, I Short-Term, A solar power and wind power Ongoing Action 5 Design development and redevelopment projects to PP, DPW D, I Short-Term, Unk. minimize the need for motor vehicle trips Ongoing Action 6 Provide a continuous network of sidewalks, trails, and DPW, PP D,O Short-Term, E bikeways to facilitate pedestrian use and access Ongoing Primary Goals And Supporting Action Items

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PLAN IMPLEMENTATION

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(Cont’d)

Table 13-4: Subregion 4 Green Infrastructure— Environment, Public Facilities, and Historic Preservation Strategy Implementation Matrix

Implementation Lead Implementation Estimated Timing Cost Public/NP Private Goal 8: Reduce adverse noise impacts to meet the State of Maryland’s noise standards Action 1 Evaluate development and redevelopment proposals PP, CO D, O Ongoing A in areas subject to noise using phase one noise studies and models Action 2 Provide for the use of noise reduction measures when PP, DPW O Ongoing B and where noise issues are identified through the development review process Action 3 Work with the State Highway Administration to MD, DPW, O, C Ongoing D PP ensure that as state roads are upgraded, appropriate noise reduction measures are incorporated into roadway design Action 4 Achieve compatible land uses and development in PP, CO O Ongoing A areas subject to noise that exceeds acceptable standards Action 5 Provide for adequate setbacks for development PP, DPW D, O Ongoing A exposed to existing and proposed noise generators and roadways of arterial classification or greater Action 6 Restrict hours of operation for uses that produce PP, CO D, I Ongoing A excessive noise Goal 9: Implement environmentally sensitive building techniques that reduce overall energy consumption Action 1 Promote environmentally sensitive building CO, PP D, I, O Ongoing B techniques as designated by the U.S. Green Building Council Action 2 Require the use of the latest environmental CO, PP D, I, O Short-Term, B technologies in buildings and site designs Ongoing Action 3 Encourage the reuse and redesign of existing CO, PP D, I, O, Short-Term, A buildings when redevelopment occurs to incorporate B Ongoing energy and building material efficiencies Action 4 Reduce energy consumption through the use of more CO D, I, O Ongoing C effective and energy efficient indoor and outdoor lighting and air movement systems Action 5 Establish incentives for new and existing commercial CO, PP D, O, I Short-Term, C buildings to achieve a LEED Silver rating or an Ongoing equivalent rating under a comparable green building performance measure Goal 10: Implement land use policies that encourage infill and support transit-oriented development and walkable neighborhoods Action 1 Direct development and infill to existing areas rather PP, CO D, F, I Ongoing A than greenfields Goal 11: Increase the county’s capacity to support sustainable development Action 1 Design and construct all new county buildings and CO, PS, PP D, C Ongoing E public schools in accordance with LEED Silver rating per the Executive Order Primary Goals And Supporting Action Items

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(Cont’d)

Table 13-4: Subregion 4 Green Infrastructure— Environment, Public Facilities, and Historic Preservation Strategy Implementation Matrix

Primary Goals And Supporting Action Items

Implementation Lead Implementation Estimated Timing Cost Public/NP Private PP, CO Short-Term, B Ongoing

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PLAN IMPLEMENTATION

Action 2 Ensure that a sufficient number of development and permit review staff possess LEED accreditation and are able to sign-off on tax credits and certifications to assist developers in meeting performance measures Action 3 Implement the recommendations of the county’s CO, PP I, F, D Ongoing B Green Building Executive Steering Committee and Energy Efficiency Council Goal 12: Ensure that the Chesapeake Bay Critical Area is protected to the maximum extent possible through the implementation of water quality and other related measures Action 1 Continue to enhance the county’s Critical Area DER, PP, D, O Ongoing C CO protection plan in response to initiatives and legislative changes Action 2 Ensure that proper enforcement of the regulations DER, MD, O Ongoing A takes place within the critical area US Goal 13: Preserve, restore, and enhance the existing tree canopy Action 1 Require a minimum of ten percent tree canopy coverage PP, DPW, D, O Short-Term, A on all new development and redevelopment projects CO Ongoing Action 2 Encourage the preservation of existing specimen trees PP, DPW, O Short-Term, B at the time of development review CO Ongoing Action 3 Increase the percentage of urban tree canopy by DPW, PP O Short-Term, E planting trees and other vegetation in public and Ongoing private open spaces, along roadways, in median strips, and in residential communities Ongoing A Action 4 Ensure that root space is sufficient for long-term survival DPW, DER, D, O PP Action 5 Require a diversity of native stock trees when DPW, PP O Ongoing A planting street, landscape, and lawn trees to promote ecosystem health and resiliency against disease and insects Goal 14: Improve the county’s capacity to increase the tree canopy by using community- and site-based strategies Action 1 Establish new tree canopy guidelines to increase DPW, PP, C Short-Term, B planting, reforestation, and afforestation CO Ongoing O Short-Term, B Action 2 Work with municipalities and large civic associations DPW, PP, CO, CA Ongoing to develop a tree management program to prioritize, schedule, and budget urban tree planting on public land Action 3 Provide information to the public in support of DPW, PP, Short-Term, A community-based tree planting programs DER Ongoing Action 4 Encourage the development of community-based tree DPW, PP, O Short-Term, B planting programs and utilize county tree planting DER Ongoing incentive programs for local community associations and municipalities

(Cont’d)

Table 13-4: Subregion 4 Green Infrastructure— Environment, Public Facilities, and Historic Preservation Strategy Implementation Matrix

Primary Goals And Supporting Action Items

Implementation Lead Implementation Estimated Timing Cost Public/NP Private DPW, PP, D, O Short-Term, D DER Ongoing PP, DER, O Short-Term, A DPW, CA Ongoing

Action 5 Increase landscape buffers in common areas and along curbs and sidewalks Action 6 Establish a tree stewards program to assist county agencies with planting and maintenance of trees in public areas Goal 15: Establish a standard minimum site size for new construction, rehabilitation, and the adaptive reuse of structures for schools within urban settings Action 1 Integrate an urban school model into school planning PS, PP Short-Term, E that would satisfy needs of residents and future Ongoing enrollment Action 2 Review standards for school facilities and sites to PS, PP Short-Term, B identify building footprints that support education Ongoing programs in multi-story buildings Action 3 Construct urban schools in areas where schools are PS, PP Mid-Term, E Ongoing needed yet available developable land is limited to achieve a school system that operates at 100 percent of capacity or less at every school Goal 16: Preserve, retain, and support existing public schools, school facilities, school sites, and properties by the Board of Education PS, PP D Mid-Term, A Action 1 Renovate existing school facilities according to the greatest need, based on the facilities condition Ongoing assessment PS, PP Short-Term unknown Action 2 Implement the Board of Education’s plan to consolidate, convert, and reprogram designated schools to relieve overcrowding in schools as well as expand enrichment and specialty programs Action 3 Review existing school land availability to determine PS, PP Short-Term B if future schools can be co-located to take advantage of large underutilized parcels Action 4 Replace the existing Fairmount Heights High School PS, PP Mid-Term E with a new school designed to expand to accommodate future growth Goal 17: Provide safe connections to schools within Subregion 4 Action 1 Provide continuous sidewalks particularly around PP, PS, PK, D, O Short-Term, E Ongoing schools and public spaces DPW, SHA, CD Action 2 Improve pedestrian street crossing to ensure visibility PS, PP, Short-Term, B particularly around schools and public spaces DPW, SHA Ongoing Action 3 Create attractive, active, pedestrian oriented streetscapes PP, PS, PK, D, O Mid-Term E near schools that provide safe pathways and enhanced DPW, SHA, connectivity for pedestrians and bicyclists CD Action 4 Design streetscapes with buffers between sidewalks PP, PS, PK, D, O Mid-Term E and heavily trafficked roads DPW, SHA, CD

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(Cont’d)

Table 13-4: Subregion 4 Green Infrastructure— Environment, Public Facilities, and Historic Preservation Strategy Implementation Matrix

Implementation Lead Implementation Estimated Timing Cost Public/NP Private Goal 18: Improve existing library facilities and services to meet the needs of community residents Action 1 Continue to improve upon and meet increasing LB, PP Short-Term, A demand for computer and internet technology Ongoing Goal 19: Locate libraries in close proximity to residential areas Action 1 Monitor the need to build an additional library LB, PP, CO Ongoing A facility in Subregion 4 to support future changes in population, particularly if a library is not built in Landover Action 2 Consider creating library service centers within LB, PP, CO Short-Term, C Ongoing existing community centers in underserved areas Goal 20: Develop strategies to increase patronage at underutilized libraries Action 1 Develop new programs and services to meet the LB, PP, CO Short-Term, C needs of area residents Ongoing Action 2 Increase marketing and publicity of library offerings LB, PP, CO Short-Term, B events and offerings to the communities they serve Ongoing Action 3 Create partnerships with local organizations and LB, PP, CO Short-Term, A institutions to offer programs and increase awareness Ongoing of library offerings Goal 21: Develop and maintain facilities that allow public safety personnel to respond to needs as quickly and efficiently as possible Action 1 Relocate the Maryland-National Capital Park Police PD, PP Short-Term E Headquarters from Riverdale to Walker Mill Regional Park Action 2 Locate an additional police station in or near Capitol PD, PP Mid-Term E Heights to reduce response time and crime Action 3 Relocate the Office of Public Safety Communications PD, PP Mid-Term E to Bowie Goal 22: Reduce citizen fear of susceptibility to crime and address public safety issues in neighborhoods Action 1 Create crime prevention programs that get the entire PD, PP, CA, O Short-Term, B communities involved and raise awareness of these CD Ongoing programs in neighborhoods Action 2 Support volunteer efforts such as neighborhood PD, PP, CA, Ongoing B watch and clean-up/fix up days CD Action 3 Incorporate Crime Prevention Through PD, PP, CA, D, O Short-Term, A Environmental Design (CPTED) measures in all CD Ongoing new development and redevelopment to foster eyes on the street Action 4 Construct sidewalks, bicycle lanes, traffic calming DPW, SHA, D, O Mid-Term E devices, and street lights where appropriate PP, CD Goal 23: Create new parks and improve upon existing neighborhood and community parks Action 1 Evaluate the creation of urban squares, civic greens, PP, PK D, O Short-Term, B and plazas into portions of Subregion 4 outside of Ongoing centers to provide more open space Primary Goals And Supporting Action Items

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PLAN IMPLEMENTATION

Approved Subregion 4 Master Plan and Sectional Map Amendment

(Cont’d)

Table 13-4: Subregion 4 Green Infrastructure— Environment, Public Facilities, and Historic Preservation Strategy Implementation Matrix

Primary Goals And Supporting Action Items

Implementation Lead Implementation Estimated Timing Cost Public/NP Private PP, PK, CO O Short-Term, E Ongoing PP, PK, PS Mid-Term E

Action 2 Evaluate the acquisition of parcels next to adjacent parks to improve connectivity Action 3 Integrate underutilized open space on school properties into the parks network where appropriate Action 4 Review environmental regulations that limit and add PP, PK I, F Short-Term, A substantial cost to developing park facilities Ongoing Action 5 Protect the Ridgeley School’s setting by securing the PP, PK Short-Term C property fronting MD 214 and maintain it as a buffer between the school and the roadway Goal 24: Provide parks and recreational activities that meet the changing needs and interests of the community Action 1 Renovate and upgrade older parks to accommodate PP, PK Short-Term C changing recreational demands in established neighborhoods Action 2 Work with developers to create the most appropriate PP, PK D, O, I Short-Term, Unknown type of park / open space as Subregion 4 is developed Ongoing Action 3 Revise the site plan review process to include specific PP, PK, Short-Term A direction for the open space/recreation requirement DER based on project Action 4 Create partnerships with private entities, where PP, PK D, O, I Short-Term, Unknown possible, to develop recreational amenities Ongoing Goal 25: Provide community and recreation centers that are accessible, adequate in size and affordable to the residents they serve Action 1 Create programs and provide facility planning for the PK, CO Short-Term, C region’s youth Ongoing Action 2 Evaluate the need for a community center in the PK, CO Short-Term A vicinity of District Heights Action 3 Undertake the acquisition and adaptive reuse of PK, CO Mid-Term Unknown existing public facilities for recreational purposes as a means of redevelopment or economic revitalization of an emerging area Goal 26: Utilize existing natural features and the Green Infrastructure network as opportunities to increase parkland and open space Action 1 Continue to develop stream valleys as a resource DER, PP, Ongoing D where trail connections can be built to create PK walkable access to parks Action 2 Review potential location for parks in relation to the PP, DER, Short-Term, A Green Infrastructure Plan PK Ongoing Action 3 Maintain undeveloped parks as open space or PK, PP Ongoing A wooded buffers, especially in cases where they are too small for active use or contain natural features such as wetlands or steep slopes that make them undesirable for park development

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(Cont’d)

Table 13-4: Subregion 4 Green Infrastructure— Environment, Public Facilities, and Historic Preservation Strategy Implementation Matrix

Implementation Lead Implementation Estimated Timing Cost Public/NP Private Goal 27: Ensure that environmental regulations support the expansion and function of parkland Action 1 Review environmental regulations that limit and add PP, DER Short-Term A substantial cost to developing park facilities PP, DER Short-Term, A Action 2 Review the requirements for community-wide stormwater management facilities and avoid locating Ongoing these on parkland Goal 28: Implement measures to reduce solid waste and prolong the life of the existing landfill Action 1 Support the development and utilization of solid DER, PP Short-Term, E waste recycling and energy recovery systems Ongoing Action 2 Develop an educational program to inform the public DER, PP Short-Term, C of the importance of recycling and composting Ongoing Goal 29: Operate treatment facilities to meet or exceed state effluent standards Action 1 Promote countywide water conservation to minimize DER, CO, D, O, I Short-Term, B water and sewer service demands PP, CA Ongoing Goal 30: Limit the increase of impervious surfaces without unduly limiting development in accordance with the 2002 General Plan Action 1 Complete and implement the recommendation of the PP, DER, D, O, I Short-Term, Unknown countywide water resources functional plan CO Ongoing Goal 31: Evaluate resources and survey areas for consideration as historic sites, historic districts, or as architectural conservation districts PP, CO O Ongoing A Action 1 Support historic resource and historic community documentation and designation as part of the update to the Prince George’s County Historic Sites and Districts Plan PP, CO O Ongoing C Action 2 Identify and evaluate all historic resources, documented properties and community survey areas that meet the criteria of the historic preservation ordinance Action 3 Evaluate architectural conservation district PP, CO O Short-Term, B techniques for potential use in communities that are Ongoing not eligible for historic district designation Action 4 Protect existing and potential historic resources and PP, CO O Ongoing Unknown historic sites from incompatible development PP, CO O Mid-Term B Action 5 Consider whether portions of these communities merit designation as local historic districts or as local architectural districts or merit listing on the National Register of Historic Places based on recently completed surveys of Fairmount Heights, Seat Pleasant, Glenarden, Bradbury Heights, Boulevard Heights, and District Heights Action 6 Consider listing District Heights apartments on the PP, CO O Short-Term A National Register of Historic Places Primary Goals And Supporting Action Items

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PLAN IMPLEMENTATION

Approved Subregion 4 Master Plan and Sectional Map Amendment

(Cont’d)

Table 13-4: Subregion 4 Green Infrastructure— Environment, Public Facilities, and Historic Preservation Strategy Implementation Matrix

Implementation Lead Implementation Estimated Timing Cost Public/NP Private Goal 32: Explore the partnerships and leveraging of resources to maximize the potential of underutilized historic properties Action 1 Promote county, state and federal preservation tax PP, CO O Short-Term, A incentives for historic sites and National Register Ongoing properties by distributing information about these programs to owners of these historic properties PP, CO O Short-Term, A Action 2 Encourage historic property owners to pursue financial support through such mechanisms as the Ongoing Prince George’s County Historic Property Grant Program Action 3 Develop a policy to acknowledge shared heritage Mid-Term A themes, perhaps through signage and websites in those communities where recognition is desired but historic designations are either unwarranted or not desired by residents Action 4 Develop a policy to designate conservation areas in PP, CO O Mid-Term A communities where historic designations are either unwarranted or not desired by residents Action 5 Protect the Ridgeley School’s setting by securing the PP, DPW, Short-Term E property fronting MD 214 and maintain it as a buffer PP between the historic and the roadway Goal 33: Educate property owners about the history of their community and about appropriate maintenance, conservation, and rehabilitation of their properties to promote the protection of historic sites and resources and the importance of these resources to the community Action 1 Educate property owners, realtors and others about PP, CO O, R Short-Term, B available tax credits and grant programs for the Ongoing rehabilitation and maintenance of historic properties Action 2 Participate and tie into regional, state, and national PP, CO I Short-Term, A programs related to cultural heritage and historic Ongoing preservation programs Action 3 Educate the community on the historic designation PP, CO O, D, R Short-Term, B process to ensure design review and community input Ongoing before proposals for alteration or new construction are approved Goal 34: Implement planning recommendations that improve the visibility and access to historic sites and resources Action 1 Develop pedestrian and other physical linkages PP, DPW C Mid-Term E among historic sites to enhance their accessibility and visitation and to promote public awareness about them Action 2 Incorporate the region’s historic, cultural, and PP, CO Long-Term A recreational assets into land use planning and the local resource-based economy to support a sustainable way of life Primary Goals And Supporting Action Items

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(Cont’d)

Table 13-4: Subregion 4 Green Infrastructure— Environment, Public Facilities, and Historic Preservation Strategy Implementation Matrix

Primary Goals And Supporting Action Items

Implementation Lead Implementation Estimated Timing Cost Public/NP Private PP, CO Mid-Term, B Ongoing

Action 3 Promote economic development through incorporating historic resources as a heritage tourism opportunity Goal 35: Assure that the regulatory framework is adequate to protect historic sites and resources Action 1 Amend the zoning ordinance to require an PP, CO archeological survey as an early stage of the development process Action 2 Amend the zoning ordinance to protect viewsheds PP, CO surrounding historic sites Action 3 Establish density credits or tax credits for retention of PP, CO O open space and viewsheds around historic sites Action 4 Freeze increases in tax assessments following historic PP, CO restorations LEGEND

Short-Term

Mid-Term

Cost Estimate: A Under $10,000 B $10,000 to $100,000 C $100,000 to $500,000 D $500,000 to $1,000,000 E Over $1,000,000 Unk. Unknown Private: D Development Community F Financial Institutions I Industry Leaders O Property Owners R Realtors/Brokers C Consultant

Short-term = completed within the next five years Mid-term = implemented within five to ten years Long-term = established after ten years Ongoing = constant interaction between all parties involved

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PLAN IMPLEMENTATION

Implementation Leaders Public/Nonprofit: Maryland-National Capital Park and Planning Commission PP ED Prince George’s County Economic Development Corporation HC Prince George’s County Housing and Community Development Prince George’s County CO DER Prince George’s County Department of Environmental Resources Prince George’s County Department of Parks and Recreation PK CH Chambers of Commerce DPW Prince George’s County Department of Public Works and Transportation PS Prince George’s County Public Schools LB Prince George’s County Memorial Library System PD Prince George’s County Police Department CH Chambers of Commerce MD State of Maryland US Federal Government UV Local Colleges and Universities CA Community Civic Associations Local Community Development Corporation CD

Short-Term

Land Use and Urban Design Land use and urban design are key components to maintaining a balanced quality of life for the residents, businesses, and employment base of the subregion. They are interrelated in that land use guides the private or public development of parcels and urban design shapes the look of those developments, as well as the public realm environments that provide the framework for development. Given their strong roles in shaping living environments, future land use and urban design must be reflective of what the business and residential communities would like to see the subregion offer and look like as the area continues to develop and mature. Outlined below are a series of six priority land use and urban design goals with supporting action items identified for follow-up implementation to achieve the future land use and image within Subregion 4. As these items are gradually and strategically implemented, the subregion will continue to gain recognition as one of the leading areas in Prince George’s County and the Washington metropolitan area to live, work, and play.

Goal 1

To determine the appropriate development pattern and zoning designation that best addresses each opportunity site identified in the Subregion 4 planning process.

Overall Approach

In an effort to encourage the creation of a sense of place, to promote economic development, and to take advantage of the subregion’s living area’s vacant or underutilized sites, a series of conceptual development plans were created. For the concept plans to be realized, it is necessary to deliberate further. Specifically, a detailed study entailing a market assessment, urban design plans, recommended development standards, and a transportation plan need to be conducted for each of the nine sites listed below. Although the development of the plans will be built upon the Subregion 4 Master Plan goals, policies, and strategies and adhere to the basic design principles presented in this document, it will also provide more detailed plans, program elements,

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and implementation action steps pertinent to the specific market conditions at the time that the study will be conducted.

Action Items

■■ Preparation of a detailed Martin Luther King Jr Highway/Glenarden City revitalization study and supporting residential and commercial corridor guidelines (short-term). ■■ Preparation of a detailed FedEx Field parking area redevelopment initiative study and resulting mixed-use residential Development District Overlay Zone (DDOZ) (mid-term). ■■ Preparation of a detailed Central Avenue between Brightseat Road and Norair Avenue redevelopment study (mid-term). ■■ Preparation of a detailed Sheriff Road and Eastern Avenue redevelopment study (midterm).

■■ Preparation of a detailed Marblewood industrial area redevelopment study guidelines and/or a mixed-use DDOZ (long-term). ■■ Preparation of a detailed Sheriff Road and Martin Luther King Jr Highway redevelopment study (mid-term). ■■ Preparation of a detailed Martin Luther King Jr Highway/Seat Pleasant “main street” revitalization study and resulting mixed-use residential DDOZ (mid-term). ■■ Preparation of a detailed Donnell Drive mixeduse plan with supporting mixed-use regulating plan and illustrative urban design plan for the area (mid-term). ■■ Preparation of a detailed Forestville/Ritchie Road Business Park development study and supporting guidelines for the area (short-term).

Partners

M-NCPPC, EDC, Prince George’s County agencies, DPW&T, the State of Maryland, community associations, property owners, the development community, and selected consultant team members.

Goal 2

To determine the appropriate development pattern and zoning designation that best addresses the

corridor nodes identified in the Subregion 4 plan outside of the centers and opportunity sites.

Overall Approach

The Subregion 4 Master Plan and land use plan identified a series of designated mixed-use residential or mixed-use commercial corridor development nodes that are lacking detailed plans and guidelines to direct the quality of proposed mixed-use land use. Each of the areas identified below should have the proper mixed-use zoning tool put in place with a supporting DDOZ and guidelines to control future development of these key corridor sites. Outlined below are the specific locations and actions needed to fulfill this aspect of the Subregion 4 proposed land use plan.

Action Items

■■ Prepare a detailed mixed-use commercial DDOZ for the designated mixed-use commercial land use areas on Central Avenue northwest of Hill Road and southeast of Garrett Morgan Boulevard (short-term).

■■ Prepare a detailed mixed-use residential DDOZ for the designated areas on Suitland Road to the west of Silver Hill Road and the Suitland Metro center (short-term).

Partners

Goal 3

To work with the local municipalities to further define a detailed urban design vision and a more detailed municipal action plan for each of these urbanizing communities.

Overall Approach

Each of the six municipalities within Subregion 4 participated in the development of the overall land use plan in both the centers and the living areas; the resulting plan is limited in the visioning detail and municipal level actions that may be necessary. The Subregion 4 plan provides a good overall land use and urban design plan with supporting conceptual regulating plans in four municipalities—Cheverly, Capitol Heights,

Action Items

■■ Partner with the City of Seat Pleasant and the City of Glenarden to prepare a detailed Martin Luther King Jr Highway Corridor Sector Plan and SMA that will incorporate the results of the second bullet under Action Items for Goal 1 listed on page 364 (short-term). ■■ Partner with the Town of Capitol Heights Council and staff to establish a detailed vision plan and municipal action plan for the Capitol Heights community (short-term).

■■ Partner with the District of Columbia to establish a joint detailed vision and revitalization plan for the Eastern Avenue and Southern Avenue corridors to reaffirm compatible land uses, development character, corridor site development standards, and public realm guidelines that reinforce the common vision (short-term and ongoing).

■■ Partner with the City of District Heights to establish a detailed vision plan and municipal action plan for the District Heights community (mid-term).

PLAN IMPLEMENTATION

M-NCPPC, Prince George’s County agencies, community associations, property owners, the development community, and selected consultant team members.

Glenarden, and Seat Pleasant. In addition, some municipalities indicated a need and desire to conduct more detailed follow-up visioning and action plans for their specific municipal boundaries. Outlined below are the municipalities and actions that are necessary to better align and guide municipal and county development efforts and standards.

■■ Partner with the Town of District Heights Council and staff to establish a detailed vision plan and municipal action plan for the District Heights community (mid-term).

■■ Partner with the City of Fairmount Heights to prepare a detailed Sheriff Road/Fairmount Heights vision plan and municipal action plan for the Fairmount Heights community (longterm).

■■ Partner with the City of Glenarden to establish a detailed vision plan and municipal action plan for the Glenarden community (long-term). ■■ Partner with the City of Fairmount Heights to prepare a detailed Sheriff Road/Fairmount Heights vision plan and municipal action plan Approved Subregion 4 Master Plan and Sectional Map Amendment

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for the Fairmount Heights community (midterm).

Partners

M-NCPPC, Prince George’s County agencies, applicable local municipalities, DPW&T, community associations, property owners, the development community, and selected consultant team members.

Goal 4

To improve the environmental quality, character, and marketable attractions of the subregion’s industrial/employment areas to draw higher quality employment development and users to the subregion.

Overall Approach

As cited in the economic implementation section, a review of current industrial park conditions revealed a need for two key actions to be implemented for Subregion 4 to increase its industrial/business park image in the Washington metropolitan area. These actions include, but may not be limited to:

Action Items

■■ Develop prescriptive industrial/business park development standards and public realm guidelines for the existing and newly designated industrial land use areas prior to their continued development or redevelopment (short-term).

■■ Prepare and implement roadway and streetscape corridor enhancements for the industrial roadways serving as the entry ways to the Cheverly, Landover, and New Carrollton Metro Stations (short-term and ongoing).

Partners

M-NCPPC, EDC, Prince George’s County agencies, DPW&T, and selected consultant team members.

Goal 5

To improve the environmental quality, character, and marketable attraction of the subregion’s living areas to draw consistently higher-quality commercial, mixed-use, and residential development and users to the subregion.

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Overall Approach Under the proposed plan for Subregion 4, a number of the special areas identified for redevelopment or development will be controlled by either a regulating plan with supporting formbased code principles or a follow-on DDOZ with supporting site standards and design guidelines. The same can be said for the industrialized sites when industrial standards and guidelines are also developed as a follow-on implementation item. Unfortunately, this still leaves a large portion of the living areas unprotected from development that may not be compatible with the neighborhoods in which they lie but would otherwise meet all the required land use and zoning criteria. The solution is to expand the general development guidelines presented in this document into prescriptive measures to cover the unique qualities in each of the subregion’s six living areas.

Action Item

■■ Develop a prescriptive set of “living area development standards and public realm guidelines” for the existing and newly designated commercial, mixed-use, and residential land use areas in Subregion 4 and its municipalities, prior to their continued development or redevelopment (short-term).

Partners

M-NCPPC, EDC, Prince George’s County agencies, DPW&T, the State of Maryland, and selected consultant team members.

Goal 6

Improve the overall quality and character of the public realm spaces in Subregion 4 including streets, parks, open spaces, recreation facilities, and civic buildings.

Overall Approach

Although Subregion 4 is designated as an identifiable planning area in Prince George’s County, it is not recognized this way by the local community. It comprises a wide variety of mature neighborhoods and urbanizing commercial/ industrial areas, each with its own identity. Many display signs of deferred maintenance and are in

need of public realm improvements to be more successful. Throughout the master planning process, the overall quality and image of the subregion’s public spaces were raised as key concerns, and improvement of these areas could benefit all residents, businesses, and workers in the subregion. Public spaces can best be improved through planned enhancements in roadways, streetscapeS, gateway treatments, parks, plazas and open spaces, and themed lighting throughout the subregion. Through the efforts listed below, Subregion 4 can establish a consistent quality of environment and a reinforced image as the “Heart of Prince George’s County.”

Each of the land use and community design goals, actions steps, and key parties involved in implementing these actions are summarized in the matrix below with suggested time frames and budget ranges estimated for implementation. This matrix supports the detailed discussion of the land use and community design goals, policies, and strategies discussed in previous sections of this plan document.

Action Items

■■ Develop typical roadway standards and a hierarchy of approved streetscape treatments for the Subregion 4 roadway network (short-term). ■■ Develop entry treatments for key gateway intersections along the Eastern Avenue and Southern Avenue corridors (short-term and ongoing).

■■ Develop a hierarchy of entry treatments for key gateway intersections and interchanges along the MD 50 and Capital Beltway corridors that would complement the character and quality of the environment along Suitland Parkway (short-term). PLAN IMPLEMENTATION

■■ Develop urban park and open space standards and guidelines to be applied to new public and private park spaces suggested in the centers, corridor nodes, and infill urban neighborhoods (short-term). ■■ Develop an overall community lighting initiative and lighting standards intended to convert existing lighting and proposed new lighting to comply with current “dark skies” lighting standards. Increase optimal lighting in public realm spaces that are currently underlit and perceived to have safety issues (short-term and ongoing).

Partners

M-NCPPC, EDC, Prince George’s County agencies, DPW&T, the State of Maryland, and selected consultant team members. Approved Subregion 4 Master Plan and Sectional Map Amendment

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Table 13-5: Subregion 4 Land Use and Urban Design Strategy Implementation Matrix Implementation Lead Implementation Estimated Timing Cost Public/NP Private Goal 1: To determine the appropriate development pattern and zoning designation that best addresses each opportunity site identified in the Subregion 4 planning process Action 1 Preparation of a detailed Martin Luther King Jr PP, LM O, C, Short-term A Highway/Glenarden City revitalization study and CA supporting residential and commercial corridor guidelines Action 2 Preparation of a detailed FedEx Field Parking Area PP, PG, O, C, D, Mid-term C DPW&T, CA Redevelopment Initiative Study and resulting Mixed-use Residential Development District MD Overlay Zone Action 3 Preparation of a detailed redevelopment study for PP, PG, O, C, D, Mid-term B Central Avenue between Brightseat Road and DPW&T, CA Norair Avenue MD Action 4 Preparation of detailed redevelopment study for PP, PG, O, C, D, Mid-term B Sheriff Road and Eastern Avenue DPW&T, CA MD Action 5 Preparation of a detailed Marblewood Industrial PP, PG, O, C, D, Long-term B Area redevelopment guidelines or a mixed-use DPW&T, CA DDOZ MD Action 6 Preparation of a detailed redevelopment study for PP, PG, O, C, D, Mid-term B Sheriff Road and Martin Luther King Jr Highway DPW&T, CA MD Action 7 Preparation of a detailed Martin Luther King Jr PP, LM O, C, D, Mid-term A Highway/Seat Pleasant “main street” revitalization CA study and resulting mixed-use residential DDOZ Action 8 Preparation of a detailed Donnell Drive mixed-use PP, PG, O,C Mid-term C plan with supporting mixed-use regulating plan and DPW&T illustrative urban design plan for the area Action 9 Preparation of a detailed Forestville/Ritchie Road PP, PG, O,C Short-term A Business Park development study and supporting ED, guidelines for the area DPW&T Goal 2: To determine the appropriate development pattern and zoning designation that best addresses the corridor nodes identified in the Subregion 4 plan outside of the centers and identified opportunity site plans Action 1 Prepare a detailed mixed-use commercial DDOZ PP O, C, D, Short-term B for the designated mixed-use commercial land use CA areas on Central Avenue northwest of Hill Road and southeast of Garrett Morgan Boulevard Action 2 Prepare a detailed mixed-use residential DDOZ for PP O, C, D, Short-term A the designated areas on Suitland Road to the west CA of Silver Hill Road and the Suitland Metro center Primary Goals And Supporting Action Items

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(Cont’d) Table 13-5: Subregion 4 Land Use and Urban Design Strategy Implementation Matrix Implementation Lead Implementation Estimated Timing Cost Public/NP Private Goal 3: To work with the local municipalities to further define a detailed urban design vision and more detailed municipal action plan for each of these urbanizing communities Action 1 Partner with the City of Seat Pleasant and City of PP, LM O, C, D, Short-term B Glenarden to prepare a detailed Martin Luther CA King Jr Highway Corridor Sector Plan and SMA PP, LM O, C, D, Short-term A Action 2 Partner with the Town of Capitol Heights’s Council and staff to establish a detailed vision and municipal CA action plan for the Capitol Heights community Action 3 Partner with the District of Columbia to establish a PP, PG, O, C, D, Short-term, B joint detailed vision and revitalization plan for the DC CA ongoing Eastern Avenue and Southern Avenue corridors to reaffirm compatible land uses, development character, corridor site development standards, and public realm guidelines that reinforce the common vision Action 4 Partner with the City of District Heights to PP, LM O, C, D, Mid-term A establish a detailed vision plan and municipal action CA plan for the District Heights community Action 5 Partner with the Town of District Heights’ Council PP, PG, Mid-term B and staff to establish a detailed vision plan and LM municipal action plan for the District Heights community Action 6 Partner with the City of Fairmount Heights to PP, LM O, C, D, Long-term A prepare a detailed Sheriff Road/Fairmount Heights CA vision plan and municipal action plan for the Fairmount Heights community PP, LM O, C, D, Long-term A Action 7 Partner with the City of Glenarden to establish a detailed vision plan and municipal action plan for CA the Glenarden community Action 8 Partner with the City of Seat Pleasant to establish a PP, LM O, C, D, Mid-term A detailed vision plan and municipal action plan for CA the Seat Pleasant community Goal 4: To improve the environmental quality, character, and marketable attraction of the subregion’s industrial/employment areas to draw higher quality employment development and users to the subregion Action 1 Develop prescriptive industrial/business park PP, PG, C Short-term A ED, development standards and public realm guidelines for the existing and newly designated industrial land DPW&T use areas prior to their continued development or redevelopment Primary Goals And Supporting Action Items

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PLAN IMPLEMENTATION

Approved Subregion 4 Master Plan and Sectional Map Amendment

(Cont’d) Table 13-5: Subregion 4 Land Use and Urban Design Strategy Implementation Matrix Implementation Lead Implementation Estimated Timing Cost Public/NP Private Action 2 Prepare and implement roadway and streetscape PP, PG, C Short-term, E corridor enhancements for the industrial roadways ED, ongoing serving as the entry ways to the Cheverly, Landover, DPW&T and New Carrollton Metro Stations Goal 5: To improve the environmental quality, character, and marketable attraction of the subregion’s living areas to draw consistently higher-quality commercial, mixed-use, and residential development and users to the subregion Action 1 Develop a prescriptive set of “living area PP C Short-term A development standards and public realm guidelines” for the existing and newly designated commercial, mixed-use, and residential land use areas in Subregion 4 and its municipalities, prior to their continued development or redevelopment Goal 6: Improve the overall quality and character of the public realm spaces in Subregion 4 including streets, parks, open spaces, recreation facilities, and civic buildings C Short-term B Action 1 Develop typical roadway standards and a hierarchy PP, PG, of approved streetscape treatments for the MD, Subregion 4 roadway network DPW&T Action 2 Develop entry treatments for key gateway PP, PG C Short-term, A intersections along the Eastern Avenue and ongoing Southern Avenue corridors Action 3 Develop hierarchy of entry treatments for key PP, PG, C Short-term A gateway intersections and interchanges along the DPW&T MD 50 and Capitol Beltway corridors that would complement the character and quality of the environment along Suitland Parkway Action 4 Develop urban park and open space standards and PP, PG C Short-term B guidelines to be applied to new public and private park spaces suggested in the centers, corridor nodes, and infill urban neighborhoods Action 5 Develop an overall community lighting initiative PP, PG C Short-term, E and lighting standards intended to convert existing ongoing lighting and proposed new lighting to comply with current “dark skies” lighting standards. Increase optimal lighting in public realm spaces that are currently under lit and perceived to have safety issues Primary Goals And Supporting Action Items

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LEGEND Implementation Leaders Public/Nonprofit: PP Maryland-National Capital Park and Planning Commission PG Prince George’s County Prince George’s County Economic Development Corporation ED HC Prince George’s County Housing and Community Development DPW&T Prince George’s County Department of Public Works and Transportation CH Chambers of Commerce MD State of Maryland Federal Government US LM Local Municipality BE Local Boards of Education UV Local Colleges and Universities DC District of Columbia Community Civic Associations CA Local Community Development Corporation CD Cost Estimate: Under $10,000 A B $10,000 to $100,000 C $100,000 to $500,000 D $500,000 to $1,000,000 E Over $1,000,000 Unk. Unknown

PLAN IMPLEMENTATION

Private: Development Community D F Financial Institutions Industry Leaders I Property Owners O Realtors/Brokers R Consultant C Short-term = completed within the next five years Mid-term = implemented within five to ten years Long-term = established after ten years Ongoing = constant interaction between all parties involved

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Growth Centers

Implementation Strategies Facilitating transit-supportive development and redevelopment in Subregion 4 growth centers area will require a coordinated plan of action to ensure that the transit areas reach their highest potential while existing small businesses and residents are given strong opportunities to thrive. The following set of tools can be used in developing and enhancing mixed-use, compact, walkable communities within growth centers.

Implementation Work Group

An important first step in the implementation of incentives to facilitate redevelopment is the creation of an implementation work group composed of public and private stakeholders. The work group will be charged with exploring each strategy and ensuring the strategies are implemented. The work group should include representatives of the following groups: ■■ Prince George’s County Planning Department of M-NCPPC, DPW&T, Redevelopment Authority of Prince George’s County (RA), EDC, and property and business owners.

With this broad representation of stakeholders and regular monthly meetings, each center will be well-positioned to attract redevelopment facilitated through incentives.

Capital Improvements

Public entities working alone or in partnership with developers may undertake infrastructure improvement projects, such as parking facilities, parks, streetscapes, pedestrian and bicycle enhancements, road reconstruction and extension, park beautification, and signage. In the course of the charrettes and workshops conducted for this plan, traffic and pedestrian issues were commonly cited as impediments to coherent transit-oriented development (TOD). The purpose of capital improvement projects is to set the stage for and encourage transit-supportive development. These activities can also provide early marketing of the station area’s identity to prospective residents, employees, and visitors.

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A Capital Improvement Program (CIP) should be developed for each Subregion 4 growth center that addresses infrastructure improvements, such as traffic calming and pedestrian linkages, that will enhance each transit area’s viability for TOD. The CIP provides for effective allocation of capital resources and includes both continuation of some multiyear projects funded in prior fiscal years and provision for new projects designed to meet both current and anticipated capital needs.

Land Use Policies

Regulations play an important role in determining what uses will be allowed within growth centers. Land use and code change recommendations should be carefully reviewed and considered to ensure that they enhance and encourage desirable transit-supportive development for each growth center. Zoning within the TOD areas should allow for increased densities and reductions in required parking, enable mixed-use development, and discourage uses that would not be transit supportive. Zoning may also be linked to design guidelines for the station area or may provide for a form-based code system or a hybrid code rather than traditional zoning.

Marketing

Increasing visitation to and demand for space in growth centers through marketing efforts is a key aspect to implementing redevelopment and revitalization and to enhancing the odds that businesses will be able to thrive. Efforts to encourage visitation to any given area can help improve retail sales, which in turn would help businesses adjust to higher future rents that may be associated with redevelopment. Increased rents would boost the future income stream needed to justify the cost of redevelopment. Additionally, jurisdictional efforts to attract new businesses (both office and retail based) would help to increase demand for expanded space in the future. Creating a marketing work group is a key first step in developing marketing strategies to enhance demand. The work group will be charged with the consideration of each strategy and broad oversight of implementation. Since the marketing strategies can enhance demand for existing goods and services, the work groups should be formed as soon

as possible and should include representation of the following groups: ■■ Property and business owners, RA, EDC, community and ethnic organizations, Prince George’s County Planning Department of M-NCPPC, and DPW&T.

Inclusion of these various stakeholders in regularly scheduled meetings will ensure that parties needed to implement marketing packages for the growth centers will be brought together, increasing the odds for a successful, long-term marketing effort.

Business Recruitment and Retention The focused recruitment and retention of businesses, through marketing and site selection assistance, business retention visits, and technical assistance, is needed to strengthen and expand the Subregion 4 employment sector. Components of recruitment and retention include the following: 1. Marketing and site selection assistance: ■■ Building relationships with commercial brokers in the region and educating brokers, who serve as the front-line marketers to commercial tenants, about advantages and opportunities offered by specific growth centers.

2. Business retention visits:

■■ An annual or bi-annual business retention week can be used to visit a specified number of businesses periodically. The list of businesses changes in each retention week series so that, over time, broad coverage of a variety of businesses is achieved. Retention visits often include economic development organization staff and, at times, local political leaders. The purpose of these visits is to enhance mutual learning and listening for economic development staff and politicians to learn about the business owners’

3. Technical assistance:

■■ Small business development and technical training workshops aimed at both prospective new and existing businesses. Topics could include, but are not limited to, business planning, business permitting, window displays, customer service techniques, and e-marketing.

Involvement of economic development organizations from the local level to the broad county levels is needed to increase potential exposure and marketing resources. Such multiorganizational cooperation has been used with success in the City of Frederick, Maryland, for recruitment and retention of businesses in the city’s downtown. The local main street revitalization organization, Downtown Frederick Partnership, works with the City of Frederick’s Department of Economic Development and Frederick County’s Office of Economic Development. The combined resources of the organizations ensure that a wide range of technical assistance can be provided in site visits and in meetings with prospective new businesses.

Financing and Funding Assistance

Favorable financing for redevelopment through local jurisdictions can lower the overall cost of redevelopment. Low- to no-interest loans provided for projects that have demonstrated market demand for new space could encourage redevelopment.

PLAN IMPLEMENTATION

■■ Creation of a database of available space in the growth centers. County-level economic development agencies can assist local revitalization organizations and prospective businesses by maintaining an electronic database of available spaces. Such a database is important not only for aiding new prospective businesses to find suitable spaces, but also to help relocate existing businesses within the county as properties redevelop.

concerns and for business owners to learn about resources available from economic development organizations.

A variety of sources can be tapped for low- to no-interest loans for redevelopment, particularly when the redevelopment will occur in a low- to moderate-income community and offer affordable housing. Potential sources of low-interest financing for Subregion 4 growth centers include: ■■ Commercial Building Loan Fund (CBLF): The RA’s CBLF can be targeted to commercial construction in Subregion 4 growth centers. A subcomponent of the CBLF, the New Building Loan Program (NBLP) can be used as an incentive for retail and commercial projects in Approved Subregion 4 Master Plan and Sectional Map Amendment

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certain growth centers, such as Inner Beltway communities in which market assessment indicates future demand for space. The program can provide up to 50 percent of the financing of construction costs for the project, with a maximum of $2 million in financing for a single project.

■■ Revolving Loan Fund (RLF): RLF is a gap financing measure primarily used for development and expansion of small businesses. RLFs operate, in principle, by issuing new loans as old loans are repaid. Largely reliant on a federal grant or long-term or low-interest loan for their initial funding, RLFs are funded through the following sources:

◊ U.S. Economic Development Administration (EDA) ◊ U.S. Department of Housing and Urban Development (HUD)

◊ U.S. Department of Agriculture (USDA) ◊ State and local governments

◊ Nonprofit philanthropic foundations

■■ Community Development Financial Institutions (CDFIs) and Micro-Lenders: These national and local financial institutions primarily focus on small businesses and entrepreneurs, but also are interested in affordable housing provision in low- to moderate-income communities.

■■ New Markets Tax Credits (NMTC): The NMTC Program, structured to support investment in low-income communities, allows investors to claim a 39 percent credit on equity investments to community development entities (CDEs) over a seven-year time frame. The CDEs then use this equity to invest in loans to qualified businesses and commercial and mixed-use real estate development projects in low-income communities that have historically lacked access to traditional sources of equity capital and debt. NMTCs can be leveraged to support investment in most types of commercial real estate, including office and retail space, day care centers, and industrial development, but not rental residential units. Investment may also be made in new and existing businesses.

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Cities can become engaged in the NMTC program by sponsoring the creation of nonprofit organizations, when necessary, to become certified CDEs. ■■ Streamlined/Fast-Track Development Review: The length of time spent in the review of plans can influence the cost of redevelopment, with speedier time frames for review associated with more cost effective redevelopment. To the extent that jurisdictions can offer “fast track” permitting for growth centers in Subregion 4, such streamlining of review could serve as an indirect incentive for redevelopment. The creation of a streamlined process for transit areas would require the establishment of a fast track or green tape zone within which development proposals would receive expedited review. Regional examples of expedited review by zone include Montgomery County’s green tape zone in Silver Spring. Methods for streamlining permit processes are numerous. The following four best practices are particularly relevant to Subregion 4 growth centers: ◊ Single Point of Contact: A single staff person, usually within an existing department, is designated as the “point person” for developers who are shepherding their proposals through the development process. As point person, this staff person should work with developers to explain the development process, fine-tune initial proposals (e.g., site plan, architectural design, requests for public sector participation), and serve as a liaison with other governmental departments. In general, this staff person should serve as an advocate within the government and keep projects moving either toward final approval and construction or resubmission as a workable project. In Silver Spring, a permit technician headed a team of staff that included representatives of the building, electrical, fire, mechanical, accessibility, zoning, signage, sediment and stormwater management, subdivision plan review, and inspection codes and standards.

◊ User’s Guide to Permitting: A handbook to the local permitting process, in addition to a single point of contact, offers the benefit of serving as a reference for applicants throughout the permit process. The user’s guide should include contact information for review entities, an illustration of steps involved in the permit process (e.g., flow charts and checklists), fee schedules, and general time frames for review of each permit. Such a document helps to ensure that all parties are literally “on the same page” with regard to the streamlined review process. ◊ Priority Review: A permit application filed for a development project in a fast track zone is given priority over non-fast track permits to expedite review. The single point of contact oversees the review of the permit through the various types of review. In Silver Spring, the goal is a two-week turnaround time for issuance of a permit upon receipt of the application. Of course, the turnaround time could be longer for complex, large projects.

Land Assembly Methods

Since TOD often occurs as infill development in areas with fragmented property ownership, assembly of land for redevelopment may be a necessity for achieving TOD. Direct government and/or transit authority acquisition of land is one alternative; more innovative models include an equity investment

Selected innovative land assembly methods include: ■■ Transit Authority/Local Government Acquisition: In situations where the public sector desires a strong role in facilitating redevelopment, the transit authority or local government may purchase parcels outright. Acquisition can also occur via public/private partnerships, in which the transit authority or local government is not the only player taking on risk. Finally, eminent domain is occasionally used as a last resort to achieve land assembly.

■■ Equity Investment Approach: A new model for land assembly, an equity investment approach turns landowners into pro rata shareholders in a development entity that would acquire unified ownership and the development project. The new development entity could be a limited liability company, a nonprofit organization, or special purpose development corporation (i.e., a quasi public/private organization). Landowners receive shares of the redevelopment based on the proportional “value” of their property/ improvement. Shares reflect the market value of the entire development project, not just their parcel, often resulting in higher share values. This market-based strategy allows landowners to participate in the upside of the development project. The equity investment approach is being used in Washington, D.C., around the Anacostia Metro Station area (i.e., the Skyland Shopping Center redevelopment).

PLAN IMPLEMENTATION

◊ Pre-Application Process: Holding a predesign consultation meeting with the permit point person and review team can help to identify potential issues and avoid costly redesigns. A team consultation usually involves a visit to the site, a discussion of potential obstacles and barriers to redevelopment, and the sharing of ideas and solutions to address obstacles that can be incorporated in the project’s design. Also at this informal meeting, the team reviews permits and permissions required and time schedules associated with review. The user’s guide to permitting can be used to frame this discussion.

approach or special legislation to facilitate private/ nonprofit assembly of land.

■■ Special Legislation: Another innovative method of land assembly involves the passage of special legislation. Used in Washington, D.C., the “New Town at Capital City Market Revitalization Development and Public/Private Partnership Act of 2006” approved legislation designating one major property owner as the developer through a joint venture. Once the developer obtains control of 50 percent of the land, then the remaining land can be acquired through condemnation, if necessary. The legislation also authorizes use of tax abatement, tax increment

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financing, and payment in lieu of taxes as means of funding/financing the redevelopment.

The plan allows for existing property owners or lessees to: invest in the project and become equity owners; become fee simple owners in the new retail and warehouse facility; and participate in like-kind 1031 property exchanges. The plan also allows existing retailers and wholesalers to continue their businesses in a new revitalized market. ■■ Land Banking: Land banking involves the acquisition, holding, and management of property and may be used as a mechanism to prevent exorbitant land speculation and increasing cost of land. Typically, a public or nonprofit land bank entity, either a new organization or an existing organization that takes on a new function, is established to essentially serve as a property asset manager. Transit agencies can also become de facto land banks when they are owners of large surface park-and-ride lots, which can become future redevelopment sites. In Cleveland’s MidTown neighborhood, a local nonprofit economic development organization has taken on the role of land bank specifically for redevelopment of mixed-use TOD projects and urban residences to support revitalization in this urban district.

Joint Development

Joint development guidelines provide a framework for transit authorities to enter partnerships with private developers to redevelop authority-owned land. Prior to 2008, WMATA’s joint development program was considered cumbersome, time consuming, expensive, and uncertain. From 2002 through 2006, Metro received an average of 2.1 proposals per solicitation for some of the most valuable property in the Washington region— during one of the hottest markets in recent history. In February 2008, the WMATA Board approved new guidelines for joint development projects proposed for locations at Metrorail stations. The proposed guidelines have been developed based on

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the findings of the Joint Development Task Force, which included 21 members from outside WMATA and advice from local jurisdictions. The changes in the guidelines include: ■■ Focus more on the long-term benefits of TOD, rather than any short-term financial return. ■■ Improve local government and community input, creating better projects that achieve local land use goals.

■■ Accelerate project delivery by streamlining the process, increasing flexibility for the agency, and creating more certainty for the development community about potential projects. A key task for the implementation work group will be to create awareness among the private sector development community and potential growth center investors of the less stringent and more TOD-friendly joint development guidelines, in order to generate renewed interest in transit area development opportunities.

Chapter

Sectional Map Amendment

S U B R E G I O N

4 M A S T E R

Introduction This chapter presents the sectional map amendment (SMA) necessary to implement the vision of this master plan and to bring the zoning of the master plan area into conformance with the land use plan (See maps 14-1 and 14-2 on pages 379 and 380). It outlines all rezoning recommendations, presents justifications, identifies properties proposed for future mixed-use rezoning, and provides the existing and approved zoning districts for the master plan area.

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SECTIONAL MAP AMENDMENT

P L A N

The District Council initiated the concurrent preparation of this master plan and SMA in September 2008 via CR-80-2008. The procedure followed is in accordance with Council Bill CB39-2005, which amended the framework for the process, whereby the District Council approves the master plan and SMA simultaneously (originally established in CB-33-1992). The procedural sequence for this concurrent process is illustrated in Appendix D.

Comprehensive rezoning, through the SMA, is a necessary implementation step in the land use planning process. It attempts to ensure that future development will be in conformance with county land use plans and development policies, reflecting the county’s ability to accommodate development in the immediate and foreseeable future. Approval of the SMA results in revisions to the official zoning map for all areas within Planning Areas 75A, 75B, and 72. Future comprehensive examinations of the zoning within the master plan area will occur in accordance with the procedures established for SMAs. The last comprehensive rezoning for the entire subregion area took place in 1986 and 1993, as part of the Approved Master Plan and Adopted Sectional Map Amendment for Suitland-District Heights and Vicinity, Planning Areas 75A and 75B (1985 master plan; 1986 SMA) and Approved Landover and Vicinity and Sectional Map Amendment. Additional study of the master plan’s general and conceptual land use recommendations, particularly for the corridors and centers defined by the General Plan, will be necessary as a part of the master plan’s implementation process.

Comprehensive Rezoning Policies The following are comprehensive rezoning policies established by the Prince George’s County Planning Board and District Council for preparation of the SMA.

Public Land Policy

The established public land policy states that all public land should be placed in the most restrictive or dominant adjacent zone, whichever bears the closest relationship to the intended character of the area. Therefore, the zoning of public land, just as private land, should be compatible with surrounding zones and provide for appropriate and preferred future uses. A distinction is made where large parcels of land are set aside specifically as public open space. In these cases the R-O-S (Reserved Open Space) Zone or the O-S (Open Space) Zone is applied as

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the most appropriate zone, depending on the size of the property. Although federal and state government property is not subject to the requirements of the Zoning Ordinance, the comprehensive rezoning process is meant to apply a zoning category to all land, including government property. The R-O-S (Reserved Open Space) Zone is generally applied to federal and state properties, unless specific uses or intended character of the property or area should warrant another zoning category. This policy is in compliance with Section 27-113 of the Prince George’s County Zoning Ordinance, which states that any land which is conveyed in fee simple by the United States of America or by the State of Maryland shall immediately be placed in the R-O-S Zone until a zoning map amendment for the land has been approved by the District Council.

Zoning in Public Rights-of-Way

Policies governing the zoning of public street and railroad rights-of-way (both existing and proposed) are contained in Section 27-111 of the Prince George’s County Zoning Ordinance. This SMA was prepared in accordance with that section.

Limitations on the Use of Zones

Zoning classifications proposed in the SMA are limited only by the range of zones within the Zoning Ordinance available at the time of final action by the District Council (see Appendix E: Guide to Zoning Categories). However, there are certain restrictions on when these may be applied to properties (Section 27-223 of the Zoning Ordinance). Reclassification of an existing zone to a less intense zone, also known as downzoning, is prohibited where: “(g)(1) The property has been zoned by Zoning Map Amendment within five (5) years prior to the initiation of the Sectional Map Amendment or during the period between initiation and transmittal to the District Council, and the property owner has not consented (in writing) to the zoning; or “(g)(2) Based on existing physical development at the time of adoption of the Sectional Map Amendment, the zoning would create a nonconforming use. This zoning may be

Map 14-1: Existing Land Use

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Map 14-2: Proposed Land Use

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approved, however, if there is a significant public benefit to be served by the zoning based on facts peculiar to the subject property and the immediate neighborhood. In recommending the rezoning, the Planning Board shall identify these properties and provide written justification supporting the zoning at the time of transmittal. The failure of either the Planning Board or property owner to identify these properties, or a failure of the Planning Board to provide the written justification, shall not invalidate any Council action in the approval of the Sectional Map Amendment.” In order to clarify the extent to which a given parcel of land is protected from rezoning to a less intense zone by virtue of existing physical development, the Zoning Ordinance Section 27-223(h) states that: “The area of the ‘property’ as that word is used in Subsection (g)(2), above, is the minimum required by the Zoning Ordinance which makes the use legally existing when the Sectional Map Amendment is approved.”

The R-T Zone

The Zoning Ordinance Section 27-223(i) states that: “No property may be zoned R-T if it was not classified in that zone prior to the initiation of the Sectional Map Amendment, except where the most recent Sectional Map Amendment involving the property was approved prior to 1990, unless:

“(2) The property to be rezoned to R-T is located within a mixed-use activity center designated as a ‘Transit Village’ in the applicable Area Master Plan.”

DDOZ M-U-I

The Zoning Ordinance Section 27-223 states that:

“(k) The District Council may not classify property in the Mixed-Use Infill Zone unless the property is in the Transit District Overlay Zone or the Development District Overlay Zone and proposed development is subject to site plan review.”

Nonconforming Uses

This SMA proposes to rezone several properties to a lower zoning classification in accordance with Section 27-223 (g)(1) of the Zoning Ordinance. In the case where a nonconforming use will be created, the Zoning Ordinance allows nonconforming uses to be continued, repaired, or maintained in accordance with Section 27-240 to Section 27-246 of the Zoning Ordinance. A nonconforming use may continue if a use and occupancy permit is issued in accordance with the certification requirements of Section 27-244 and is not illegal. The following excerpts from the Zoning Ordinance pertain to nonconforming uses:

Sec. 27-107.01. Definitions “(CB-104-1995) “(166) Nonconforming Use:

“(A) The ‘Use’ of any ‘Building,’ ‘Structure,’ or land which is not in conformance with a requirement of the Zone in which it is located (as it specifically applies to the ‘Use’), provided that: “(i) The requirement was adopted after the ‘Use’ was lawfully established; or “(ii) The ‘Use’ was established after the requirement was adopted and the District Council has validated a building, use and occupancy, or sign permit issued for it in error.

SECTIONAL MAP AMENDMENT

“(1) The proposed development on the property to be rezoned to R-T will consist only of one-family attached metropolitan dwelling units; or

Zone unless the zone is recommended in an approved Master Plan, Master Plan Amendment, or Master Plan. The plan shall be prepared in accordance with Part 13 and Section 27-548.24, and the Development District Overlay Zone shall be implemented by a Sectional Map Amendment.

“(B) The term shall include any ‘Building,’ ‘Structure,’ or land used in connection with a ‘Nonconforming Use,’ regardless of whether

“(j) The District Council may not classify property in the Development District Overlay Approved Subregion 4 Master Plan and Sectional Map Amendment

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the ‘Building,’ ‘Structure,’ or land conforms to the physical requirements of the Zone in which it is located.” “(CB-49-1988) “(45) Certified Nonconforming Use: A ‘Nonconforming Use’ for which a use and occupancy permit identifying the ‘Use’ as nonconforming has been issued.”

Sec. 27-241. Continuation (Nonconforming Uses) “(a) Any nonconforming building, structure, or use may be continued, repaired, or maintained. It may not be altered, enlarged or extended except in accordance with this Division. “(b) In order for a nonconforming use to continue, a use and occupancy permit must be issued identifying the use as nonconforming, and the use must be certified in accordance with Section 27-244. In addition, a nonconforming surface mining operation located within a Chesapeake Bay Critical Area Overlay Zone may only continue if it meets the criteria set forth in Section 27-410(e). “(c) Continuous, day-to-day operation of a certified nonconforming use is required to maintain its nonconforming status. Discontinuance of day-to-day operation for a period of one hundred eighty (180) or more consecutive calendar days shall constitute abandonment of the use. No certified nonconforming use may be reestablished unless either: “(1) The case involves reconstruction, restoration, or reestablishment in accordance with Section 27-243; or “(2) The Planning Board determines (upon written request) that the conditions of nonoperation were beyond the control of the person who was in control of the property during the period of nonoperation. The Planning Board’s determination shall be based on satisfactory evidence presented by the person making the request. “(d) The provisions of Subsection (c), above, do not apply to:

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“(1) Nonconforming buildings and structures occupied by conforming uses; “(2) Certified nonconforming surface mining operations that are not within a Chesapeake Bay Critical Area Overlay Zone; or “(3) Mobile home dwellings and trailer camps used in accordance with Section 27-250. (CB-72-1987; CB-57-1989; CB-7-1993; CB-5-1996).”

Conditional Zoning

The inclusion of safeguards, requirements, and conditions beyond the normal provisions of the Zoning Ordinance which can be attached to individual zoning map amendments via “conditional zoning” cannot be utilized in SMAs. In the piecemeal rezoning process, conditions are used to: (1) protect surrounding properties from potential adverse effects that might accrue from a specific zoning map amendment; and/or (2) to enhance coordinated, harmonious, and systematic development of the Regional District. When approved by the District Council, and accepted by the zoning applicant, “conditions” become part of the zoning map requirements applicable to a specific property and are as binding as any provision of the County Zoning Ordinance (see Conditional Zoning Procedures, Section 27-157(b)). In theory, zoning actions taken as part of the comprehensive zoning (i.e., SMA) process should be compatible with other land uses without the use of conditions. However, it is not the intent of an SMA to repeal the additional requirements determined via “conditional” zoning cases that have been approved prior to the initiation of an SMA. As such, it is appropriate that, when special conditions to development of specific properties have been publicly agreed upon and have become part of the existing zoning map applicable to the site, those same conditions shall be brought forward in the SMA. This is accomplished by continuing the approved zoning with “conditions” and showing the zoning application number on the newly adopted zoning map. This would take place only when it is found that the existing zoning is compatible with the intended zoning pattern or when ordinance limitations preclude a rezoning.

Similarly, findings contained in previously approved SMAs shall be brought forward in the SMA where the previous zoning category has been maintained.

Guidelines for Residential Zoning

To maintain the unique character of established residential neighborhoods, it is recommended that many existing residential zoning patterns be maintained in this SMA as the base density zoning. Comprehensive design zone applications requesting higher density zoning may be approved where compliance with the development policies of this plan can be demonstrated. Residential development proposals in centers, corridors, and mixed-use development areas should be prepared according to the policies and density recommendations for those specific areas.

Guidelines for Commercial Zoning

The comprehensive rezoning recommends the most appropriate of the “use-oriented” commercial zones listed in the Prince George’s County Zoning Ordinance. The choice of zone is determined by the commercial needs of the area, the master plan recommendations and the type of use and status of the development on the property and surrounding area.

Guidelines for Industrial Zoning

The comprehensive rezoning recommends the most appropriate industrial zone to facilitate industrial, light industrial, manufacturing, research, and limited commercial uses to generate employment opportunities for the county. The choice of zone is determined by the master plan recommendations and the type of use and status of the development on the property and surrounding area. Comprehensive Design Zones (CDZs) may be included in an SMA. Normally, the flexible nature of these zones requires a basic plan of development to be submitted through the zoning application process (zoning map amendment) in order to evaluate the comprehensive design proposal. It is only through approval of a basic plan, which identifies land use types, quantities, and relationships, that a CDZ can be recognized.

Under limited circumstances, CDZs may be approved in an SMA without the filing of a formal rezoning application by an applicant. The recommendations of the master plan and the SMA zoning change, including any design guidelines or standards, may constitute the basic plan for development. In these cases, overall land use types, quantities, and relationships for the recommended development concept should be described in the SMA text. They are subject to further adjustment during the second phase of review, the comprehensive design plan, as more detailed information becomes available. (See CB-76-2006, CB-77-2006, and Sections 27-223(b), 27-225(a)(5), 27-225(b) (1), 27-226(a)(2), 27-226(f )(4), 27-478(a)(1), 27-480(g), and 27-521(a)(1) of the Zoning Ordinance.) In the Subregion 4 Master Plan, two comprehensive design zones are proposed: the Employment and Industrial Area Zone (E-I-A) and the Local Activity Center (L-A-C) to implement the recommendations of the land use plan.

Employment and Industrial Area Zone (E-I-A)

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Comprehensive Design Zones

Under this process, an application must be filed, including a basic plan; and the Planning Board must have considered and made a recommendation on the zoning application in order for the CDZ to be included within the SMA. During the comprehensive rezoning, prior to the submission of such proposals, property must be classified in a conventional zone that provides an appropriate “base density” for development. In theory, the “base density” zone allows for an acceptable level of alternative development should the owner choose not to pursue full development potential indicated by the master plan.

Sec. 27-499. Purposes.

(1) Establish (in the public interest) a plan implementation zone, in which (among other things): (A) Development is dependent on providing public benefit features; and (B) The location of the zone is in accordance with the adopted and approved Approved Subregion 4 Master Plan and Sectional Map Amendment

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General Plan, Master Plan, or public urban renewal plan; (2) Establish regulations through which adopted and approved public plans and policies (such as the General Plan, Master Plans, and public urban renewal plans for employment and institutional areas) can serve as the criteria for judging individual physical development proposals; (3) Assure the compatibility of proposed land uses with existing and proposed surrounding land uses; and existing and proposed public facilities and services by providing landscaping standards designed to preclude nuisances (such as noise, glare, odor, and pollution), so as to promote the health, safety, and welfare of the present and future inhabitants of the Regional District; (4) Provide for a mix of employment, institutional, retail, and office uses in a manner which will retain the dominant employment and institutional character of the area; (5) Improve the overall quality of employment and institutional centers in Prince George’s County; and (6) Allow, on properties meeting criteria for classification in the M-X-T Zone and satisfying other requirements, development of a mixed-use planned community, with highquality, well-integrated architecture, site design, and placement of uses. (CB-13-2002)

Local Activity Center (L-A-C) Sec. 27-494.

(1) Establish (in the public interest) a plan implementation zone, in which (among other things): (A) Permissible residential density and building intensity are dependent on providing public benefit features and related density/intensity increment factors; and (B) The location of the zone must be in accordance with the adopted and approved General Plan, Master Plan, Sector Plan,

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public urban renewal plan, or Sectional Map Amendment Zoning Change; (2) Establish regulations through which adopted and approved public plans and policies (such as the General Plan, Master Plans, Sector Plans, public urban renewal plans, and Sectional Map Amendment Zoning Changes for Community, Village, and Neighborhood Centers) can serve as the criteria for judging individual physical development proposals; (3) Assure the compatibility of proposed land uses with existing and proposed surrounding land uses, and existing and proposed public facilities and services, so as to promote the health, safety and welfare of the present and future inhabitants of the Regional District; (4) Encourage and stimulate balanced land development; (5) Group uses serving public, quasi-public, and commercial needs together for the convenience of the populations they serve; and (6) Encourage dwellings integrated with activity centers in a manner which retains the amenities of the residential environment and provides the convenience of proximity to an activity center. (CB-77-2006)

Overlay Zones Overlay Zones are superimposed over other zones, and they may modify provisions of the underlying zones concerning uses allowed and standards for development. In addition, new development is generally subject to approval of a detailed site plan by the Planning Board. The Development District Overlay Zone (DDOZ) and the Transit District Overlay Zone (TDOZ) are two such zones used in this plan.

Development District Overlay Zone (DDOZ)

The DDOZ is intended to ensure that development in a designated district meets the goals established in a master plan, master plan amendment, or sector plan. DDOZs may be designated for town centers, Metro areas, commercial corridors, employment centers,

revitalization areas, historic areas and other special areas as identified in approved plans.

Transit District Overlay Zone (TDOZ)

The TDOZ is intended to ensure that development in a designated district meets the goals established in a Transit District Development Plan. Transit districts may be designated in the vicinity of Metro stations to maximize transit ridership, serve the economic and social goals of the area, and take advantage of the unique development opportunities which mass transit provides. New Carrollton and Capitol Heights have TDOZs and DDOZs. Map 14-3 shows all of the DDOZs and TDOZs retained and proposed in the plan area.

Mixed-Use Zones

Although there are several mixed-use zoning categories defined in the Prince George’s County Zoning Ordinance, none contain an ideal combination of use, design, and administrative regulations necessary to efficiently and effectively implement the mixed-use, pedestrian and transit-oriented development pattern recommended by the 2002 Prince George’s County Approved General Plan and recent master and sector plans, including this master plan. The following mixed-use zones are currently available in the Zoning Ordinance: Mixed-Use Transportation Oriented Zone (M-X-T), MixedUse Infill Zone (M-U-I), and Mixed-Use Town Center Zone (M-U-TC).

Mixed-Use Infill (M-U-I)

The primary purpose of the M-U-I Zone is to encourage residential, commercial, mixedresidential, and mixed-commercial development in established communities. Property in a DDOZ may be reclassified from its underlying zone to the M-U-I Zone as part of the SMA or through the property owner application process (Section 27-548.26(b)) of the Zoning Ordinance. The uses

Mixed Use-Transportation Oriented Zone (M-X-T) The M-X-T Zone allows design flexibility and a mix of land uses with high densities and intensities and provides for a variety of residential, commercial, and employment uses. It also mandates at least two out of the following three use categories: (1) retail businesses; (2) office/research/ industrial; and (3) dwellings, hotel/motel. The M-X-T Zone also encourages a 24-hour functional environment and builds on existing public infrastructure investments by limiting application of the zone to properties located near a major intersection, major transit stop/station, or at a location for which the master plan recommends a mix of uses.

Industrial Zones

Industrial zones available include: I-3, Planned Industrial/Employment Park; I-4, Limited Intensity Industrial; I-1, Light Industrial; and I-2, Heavy Industrial.

SECTIONAL MAP AMENDMENT

In the Subregion 4 Master Plan, two mixed-use zones are proposed: the Mixed-Use Infill (M-U-I) and the Mixed Use-Transportation Oriented Zone (M-X-T) to implement the recommendations of the land use plan.

permitted in the M-U-I Zone are the same as those permitted by right or by special exception in the Commercial Shopping Center (C-S-C) Zone. However, for use category (3) Miscellaneous and use category (6) Residential/Lodging, the uses allowed are those permitted in the Multifamily Medium Density Residential (R-18) Zone, except that hotel/motel uses are permitted in the C-S-C Zone. Also, the proposed master plan’s DDOZ further amends the uses permitted in the M-U-I Zone to those uses listed as permitted and prohibited in Sections 27-441, 27-461, and 27-473 of the Zoning Ordinance and as modified in the Table of Uses of the Development District Standards Section. (Note: Development district standards may not allow uses prohibited in the underlying zone. Uses which would normally require a special exception in the underlying zone shall be permitted uses if the development district standards so provide, subject to site plan review by the Planning Board).

Planned Industrial/Employment Park Zone (I-3) Sec. 27-471. (A) To provide increased and enhanced employment opportunities for the residents of the County and areas for industries, research Approved Subregion 4 Master Plan and Sectional Map Amendment

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facilities, and offices which have common characteristics with respect to site requirements, desired amenities, compatibility of operations, general functional classifications, and access; (B) To provide for a mixture of industrial, research, office, and in certain instances specific retail commercial uses (along with compatible institutional, recreational, and service uses) in a manner which will retain the dominant industrial/employment character of the area, while also providing for the enhanced viability of the zone by providing for the location of certain retail commercial uses on the periphery of the area, specifically when the periphery fronts on, and is adjacent to, arterial roadways; (C) To permit uses which, when compared to the uses permitted in other Industrial Zones, will minimize detrimental effects on uses of adjacent land, especially where adjacent land is being used commercially; and (D) To provide development standards which assure the compatibility of proposed land uses with surrounding land uses, maximize open space so as to create a park-like setting, and improve the overall quality of industrial/ employment areas in Prince George’s County.

Limited Intensity Industrial Zone (I-4) Sec. 27-472.

(A) To provide for limited industrial and commercial development; (B) To provide for uses limiting employee and patron occupancy levels and floor area ratios; and (C) To provide development standards which assure limited intensity industrial development and the compatibility of proposed land uses with surrounding existing and proposed land uses (those proposed in the Master Plan) and zoning.

Light Industrial Zone (I-1) Sec. 27-469.

(A) To attract a variety of labor-intensive light industrial uses;

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(B) To apply site development standards which will result in an attractive, conventional light industrial environment; (C) To create a distinct light industrial character, setting it apart from both the more intense Industrial Zones and the high-traffic-generating Commercial Zones; and (D) To provide for a land use mix which is designed to sustain a light industrial character.

Heavy Industrial Zone (I-2) Sec. 27-470.

(A) To accommodate a mix of intense industrial uses which require larger tracts of land; (B) To accommodate industrial uses that may impact adjoining properties, but are essential to the County’s economic well-being; and (C) To apply site development standards which will generate an attractive, conventional heavy industrial environment.

Zoning Requests

The pending applications and requests for rezoning were reviewed in the context of the master plan land use policies.

Comprehensive Rezoning Changes Proposed To implement the Subregion 4 Master Plan policies and land use recommendations contained in the preceding chapters, many parcels of land were rezoned to bring the zoning into conformance with the master plan. A summary of the zoning changes is provided below. A detailed description of the changes can be found in the SMA zoning change tables and maps. The Subregion 4 Master Plan zoning changes map (Map 14-5) identifies the location of zoning changes in the Subregion 4 Master Plan area. Specific changes to existing zoning are shown and described on individual page-sized maps and their corresponding tables. These maps are included for illustrative purposes only. To view approved zoning of specific parcels, please refer to PGAtlas.com or the Planning and Information Services Section of the Planning

Department in the County Administration Building.

Commercial Rezoning Recommendations

Mixed-Use Zoning Recommendations

In order to implement the plan’s recommendation to focus new commercial activity in the priority areas, encourage redevelopment of priority areas, improve property values, eliminate excessive commercial zoning, and improve pedestrian safety by reducing commercial driveway curb cuts, the plan recommends converting isolated areas of existing commercially zoned properties to residential uses in several areas. The commercial zones are recommended in areas with groupings of existing commercial uses and locations of neighborhood-serving, convenience retail located at key intersections in the communities they serve.

Mixed-use zoning can be used as a tool to help Subregion 4 Master Plan neighborhoods become safe, pedestrian-oriented areas for increased quality of life. The M-U-I and M-X-T Zones were used to implement the land use recommendations of this master plan.

Mixed-Use Infill Zone (M-U-I) and the Development District Overlay Zone (DDOZ)

The plan recommends the M-U-I Zone in six areas in the subregion. These areas are included in a Development District Overlay Zone (DDOZ) to achieve the plan’s goal of establishing neighborhoods serving mixed-use areas to help to establish a sense of place for the municipalities and communities in which they are located. The DDOZ is a mapped zone that is superimposed by the SMA over the other zones in the designated development district and may modify development requirements and/or standards within the underlying zones. To implement the plan’s vision, the SMA recommends two character areas (1) mixed-use residential, and (2) mixed-use commercial. Each character area offers unique functions and opportunities as described in the Urban Design chapter of this plan. In the Subregion 4 DDOZ, new development plans and/or redevelopment plans are reviewed for compliance with development standards approved in the master plan and SMA.

The Subregion 4 Master plan recommends the M-X-T Zone in two locations as shown on the approved zoning map. The areas proposed for M-X-T are (1) along the south side of Central Avenue from Hampton Park Boulevard and the Capital Beltway, and (2) on the properties southeast of the New Carrollton Metro Station.

The master plan recommends changing the intensity of several residentially zoned properties to better complement the existing neighborhood development pattern. Isolated areas of high-density residential land uses were rezoned to lower density zones to discourage further high-density development away from identified centers and nodes. In addition, a number of areas are rezoned to the Residential Townhouse (R-T) and Multifamily Medium Density (R-18) residential zones to complement adjacent medium-density residential neighborhoods. R-18 and Multifamily Medium Density Condominium (R-18C) are designated along major corridors in the plan area or adjacent to the designated centers. In order to protect publicly owned open space, a number of parcels were rezoned to Reserved Open Space (ROS). SECTIONAL MAP AMENDMENT

Mixed Use-Transportation Oriented Zone (M-X-T)

Residential and Open Space Rezoning Recommendations

Industrial Rezoning Recommendations In order to implement the goal of the plan to minimize the negative impact of industrial uses on neighboring residential areas and further the industrial development in the subregion, a number of industrial properties were rezoned to less intense industrial uses. Approved Subregion 4 Master Plan and Sectional Map Amendment

387

Map 14-3: Development District Overlay Zones and Transit District Overlay Zones

Development District Overlay Transit District Overlay

388

Part V: Plan Implementation Sectional Map Amendment

0.25 0.5 0.75

0.125

Miles

Table 14-1: Existing and Approved Zoning Inventory (in acres) Zone

Net Change (Acres) -0.90 -0.52 -6.87 -1.43 -5.32 -0.35 -59.34 -16.91 -279.02 0.31 -323.66 52.83 62.71 -4.04 -0.11 103.99 455.33 -0.03 3.22 -2.67 -0.01 712.52 53.03 -0.04 -1.11 0.78 -33.32 -137.11 -111.32 0.03 -0.06 153.00 -52.09 262.13

Proposed Zone (Acres) 0.73 0.37 1.78 0 0 0 79.45 98.26 553.36 36.36 1952.88 399.41 324.58 99.59 74.67 196.57 711.64 308.29 398.48 79.76 4.75 807.79 88.13 104.59 6.88 9.89 286.77 4313.10 1293.75 15.66 479.30 909.74 453.96 1568.63

Approved Subregion 4 Master Plan and Sectional Map Amendment

SECTIONAL MAP AMENDMENT

C-1 C-2 C-A C-C C-G C-H C-M C-O C-S-C E-I-A I-1 I-2 I-3 I-4 L-A-C M-U-I M-X-T MU-TC O-S R-10 R-10A R-18 R-18C R-20 R-30 R-30C R-35 R-55 R-80 R-A R-M R-O-S R-R R-T

Existing Zone (Acres) 1.63 0.89 8.65 1.43 5.32 0.35 138.79 115.17 832.38 36.05 2276.54 346.58 261.87 103.63 74.78 92.58 256.31 308.32 395.26 82.43 4.76 95.27 35.10 104.63 7.99 9.11 320.09 4450.21 1405.07 15.63 479.36 756.74 506.05 1306.50

389

Map 14-4: Existing Zoning

390

Part V: Plan Implementation Sectional Map Amendment

Legend C-1 (Local Commercial, Existing)

R-10 (Multifamily High Density Residential)

C-2 (General Commercial, Existing)

R-10A (Multifamily High Density Residential-Efficiency)

C-C (Community Commercial, Existing)

R-18 (Multifamily Medium Density Residential)

C-G (General Commercial, Existing)

R-18C (Multifamily Medium Density Residential-Condominium)

C-H (Highway Commercial, Existing)

R-20 (One-Family Triple-Attached Residential)

C-M (Commercial Miscellaneous) C-O (Commercial Office)

V-L (Village-Low) R-30 (Multifamily Low Density Residential)

C-R-C (Commercial Regional Center)

R-30C (Multifamily Low Density Residential-Condominium)

C-S-C (Commercial Shopping Center)

R-35 (One-Family Semidetached and Two-Family Detached)

C-W (Commercial Waterfront) R-55 (One-Family Detached Residential) E-I-A (Employment and Institutional Area) R-80 (One-Family Detached Residential) I-1 (Light Industrial) R-A (Residential-Agricultural) U-L-I (Urban Light Industrial) R-E (Residential-Estate) I-2 (Heavy Industrial) R-H (Multifamily High-Rise Residential) I-3 (Planned Industrial/Employment Park) R-L (Residential Low Development) I-4 (Limited Industrial) R-M (Residential Medium Development) L-A-C (Local Activity Center) M-A-C (Majot Activity Center) M-U-I (Mixed-Use Infill)

M-X-T (Mixed-Use Transportation Oriented) M-U-TC (Mixed-Use Town Center) O-S (Open Space)

R-O-S (Reserved Open Space) R-R (Rural Residential)

SECTIONAL MAP AMENDMENT

M-X-C(Mixed-Use Community)

R-M-H (Planned Mobile Home Community)

R-S (Residential Suburban Development) R-T (Townhouse) R-U (Residential Urban Development) V-M (Village Medium)

Approved Subregion 4 Master Plan and Sectional Map Amendment

391

Map 14-5: Approved Zoning

95 50

495 704 202

Sheriff Rd

M ar tin

Lu th er

Ki ng

Jr Hw y

214

332

ri ist

C of

Walker Mill Rd

218

458

Mar lbor o Pik e

4 495

392

Part V: Plan Implementation Sectional Map Amendment

ile 1m . mi 3/4 . mi 1/2 . mi 1/4 i. m 1/8

way d Park n la it u S

NORTH

LEGEND Zoning C-1 (Local Commercial, Existing) C-2 (General Commercial, Existing) C-A (Ancillary Commercial) C-M (Commercial Miscellaneous) C-O (Commercial Office) C-S-C (Commercial Shopping Center) E-I-A (Employment and Institutional Area) I-1 (Light Industrial) I-2 (Heavy Industrial) I-3 (Planned Industrial/Employment Park) I-4 (Limited Industrial) L-A-C (Local Activity Center) M-U-I (Mixed Use Infill) M-X-T (Mixed Use Transportation Oriented) MU-TC (Mixed Use Town Center) O-S (Open Space) R-10 (Multifamily High Density Residential) R-10A (Multifamily High Density Residential-Efficiency) R-18 (Multifamily Medium Density Residential) R-18C (Multifamily Medium Density Residential-Condominium) R-20 (One-Family Triple-Attached Residential) R-30 (Multifamily Low Density Residential) R-30C (Multifamily Low Density Residential-Condominium) R-35 (One-Family Semidetached, and Two-Family Detached, Residential) R-55 (One-Family Detached Residential) R-80 (One-Family Detached Residential)

SECTIONAL MAP AMENDMENT

R-A (Residential-Agricultural) R-M (Residential Medium Development) R-O-S (Reserved Open Space) R-R (Rural Residential) R-T (Townhouse) Transit District Overlay Development District Overlay

Approved Subregion 4 Master Plan and Sectional Map Amendment

393

Map 14-6: Approved Zoning Changes

Living Area A Ard wic k-

202

k Rd ia Par b m lu Co

704

95 Ard mo re R d 495

La nd ov er Rd

Sheriff Rd

Living Area C Living Area B

t Dr asan e l P Seat

Living Area D

214 n Rd Addiso

332

Walker Mill Rd

o ct

Pe nn sy lva nia

218 Su itla nd

458

Rd hie c t i R Av e

Mar lbor o Pik e

NORTH

ile 1m . mi 3/4 . mi 1/2 . mi 1/4 i. m 1/8

way d Park n la it u S

Part V: Plan Implementation Sectional Map Amendment

95 495

Living Area F

394

Living Area E

Map 14-7: Approved Zoning Living Area A

LA2

Ard wic k-

Ard mo re R d

LA4

LA5 LA5

495

LA6

202

LA7 La nd ov er LA8 Rd

704

LA9

LA11LA10

SECTIONAL MAP AMENDMENT

LA12

Sheriff Rd

NORTH

0 1/8 mi. 1/4 mi. 1/2 mi. 3/4 mi. 1 mile Approved Subregion 4 Master Plan and Sectional Map Amendment

395

Map 14-8: Approved Zoning Living Area B

LB4 LB4 LB4

LB2

LB8

LB2

LB10

LB22

LB6 y

LB21

.H Jr

LB6

ng er th

LB14

Lu tin ar

LB13

LB12

LB23

LB24 LB25

ric

LB7 LB7 LB11

LB26

LB3

LB16

LB15

LB18 LB17 LB19 LB20 LB5

t Dr asan e l P Seat

LB14

LB27 LB29 LB28 Central Avenue

NORTH

396

Part V: Plan Implementation Sectional Map Amendment

0 1/8 mi. 1/4 mi. 1/2 mi. 3/4 mi. 1 mile

Map 14-9: Approved Zoning Living Area C

Red skin s Rd

iff Rd r e h S

495

p Bisho d an Blv t Morg Garret

LC4

Drive s e l Peeb

LC5b

LC5

d Roa Hill LC6 SECTIONAL MAP AMENDMENT

LC7

enue Central Av 0

ile 1m . mi 3/4 . mi 1/2 . mi 1/4 i. m 1/8

NORTH

Approved Subregion 4 Master Plan and Sectional Map Amendment

397

Map 14-10: Approved Zoning Living Area D

Cen tral Ave nue

332

n Rd Addiso

LD1 LD2 LD3

a bi m u ol C f to c i str Di

LD8

LD4 LD9

Pe nn sy lva nia

Av e

NORTH

398

Part V: Plan Implementation Sectional Map Amendment

0 1/8 mi. 1/4 mi. 1/2 mi. 3/4 mi. 1 mile

Map 14-11: Approved Zoning Living Area E

Central Avenue

LE6

LE24

LE1

LE6

LE2 LE4

n Rd Addiso

495

Walker Mill Rd LE7 LE8 LE9 LE10

d ie R h c t LE12 Ri

LE16

LE23

LE13 LE14

Mar lbor o Pik e

LE15

Pe nn syl va nia Av e

SECTIONAL MAP AMENDMENT

NORTH

0 1/8 mi. 1/4 mi. 1/2 mi. 3/4 mi. 1 mile Approved Subregion 4 Master Plan and Sectional Map Amendment

399

Map 14-12: Approved Zoning Living Area F

f to

ri ist

LF1 LF2 218

Su itla nd Pa rkw ay

LF3

ill

H er

Pe nn syl va nia Av e

458

Su itla nd

LF5 LF4

NORTH

400

Part V: Plan Implementation Sectional Map Amendment

LF6

LF8 LF7

4 LF10 LF11 LF9

0 1/4 mi. 1/2 mi. 1 mile

1.5 mi.

95 495

2 miles

Zoning Change Maps

S U B R E G I O N

4 M A S T E R

Approved Subregion 4 Master Plan and Sectional Map Amendment

401

SECTIONAL MAP AMENDMENT

P L A N

Living Area A Note: There is no LA1. Change Number

Zoning Change

LA2

Area of Change

I-1 to O-S

200’ Scale Index Map

1.46

Approved SMA/ ZAP/SE Number

205NE07

SMA

Property Description Tax Map 52, Grid A2, Parcel 3 Ardmore-Ardwick Industrial Park Use and Description

Right of way, undeveloped

Discussion

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Zoning Change Maps Sectional Map Amendment

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Zoning Change I-1 to R-55 R-R to R-55

LA4

Area of Change 0.014 0.010

200’ Scale Index Map

Approved SMA/ ZAP/SE Number

205NE07

SMA

Property Description Tax Map 52, Grid A3, Outlot B TAO

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RM FA

R-55

Y RL OA KS

R-55

I-1

AT E

I-1

OOD AV

R-55

MARBLEW

I-2

C-M

O N

C-S-C

61ST AV

R-55

SECTIONAL MAP AMENDMENT

F RD

SHERIF

F RD

SHERIF

R-55

Approved Subregion 4 Master Plan and Sectional Map Amendment

419

Living Area B Change Number

LB7

Zoning Change

C-S-C to M-U-I R-55 to M-U-I R-T to M-U-I C-1 to M-U-I C-O to M-U-I

Area of Change 5.339 2.467 7.336 0.181 0.733

200’ Scale Index Map

Approved SMA/ ZAP/SE Number

202NE05

SMA

Property Description Tax Map 65, Grid F1, Block K, Lots 18–20, 33–36, Parcel A Chapel Oak, Tax Map 65, Grid F1 Parcels 10, 12–14, Tax Map 65, Grid F2, Parcel A, Lots 1–5, Tax Map 65, Grid F2, Block 9, Lot 23, Tax Map 65, Grid F2, Block 11, Lots 1–11, Tax Map 65, Grid, E2, Block 12, Parcel A, Lots 21–23, 27, 28, 59, 60, Tax Map 65, Grid F1, Parcels 5–9, Tax Map 65, Grid F1, Block L, Parcel A, Tax Map 65, Grid E1, Parcel 1–3, Tax Map 65, Grid E1, Block A, Lots 7–17. Use and Description Church of Deliverance; Single-Family Residential; Rising Star Holy Temple Church; Wooded; Open Space; Lowest Price Gas Station & Food Mart; Vacant/Church; Cathedral of Christ; Sunoco; Vet, grooming, boarding; Ebony Inn Barbershop; Bail Bond Jack’s Liquor; Vacant/Wonderful Carry-Out; Hamilton Bonding Service; Sheriff Carryout Discussion Rezoning these properties to M-U-I is consistent with the goals, policies, and strategies of the General Plan and the Subregion 4 Master Plan for the Developed Tier to strengthen neighborhoods by encouraging appropriate infill development and providing pedestrian-oriented neighborhoods. This zoning change supports the opportunity site concept for the Eastern Avenue/Sheriff Road Gateway, which is a major gateway from the District of Columbia into Prince George’s County.

420

Zoning Change Maps Sectional Map Amendment

CH AP E

LB7: C-S-C, R-55, R-T, C-1, C-O to M-U-I

E AP

E NY

DUEL PL

R-55

C-S-C

R-55

R-55 R-T

C-S-C

C-O C-1 R-55

ING DAL

R-55

F RD

SHERIF

C-S-C R-55

C-S-C

R-T

FAR M

R-T R-55

R-T

L ST

I-1 KO

R-55

DISTRICT OF COLUMBIA

R-55

57TH PL

E AV

AV JO

SECTIONAL MAP AMENDMENT

R TE

S EA J ST

57TH PL

LN TH O

MANN ST

N SO

R BA

N DU

D OO

58TH AV

AK S

S AK O

. 400 Feet

Approved Subregion 4 Master Plan and Sectional Map Amendment

421

Living Area B 200’ Scale Approved SMA/ Index Map ZAP/SE Number 202NE04 LB8 I-1 to R-T 2.725 SMA 203NE04 Property Description Tax Map 58, Grid E4, Block P, Lots 1–7 and 13–17 Beaver Heights. Use and Description Horkle Construction Company; Mid-Atlantic Furnishings; Construction vehicle storage; Wooded Discussion Rezoning these properties to R-T supports the goals, policies, and strategies of the General Plan and the Subregion 4 Master Plan. This rezoning encourages medium-density residential development to serve as a buffer to existing residential neighborhoods and supports the adjacent M-X-T site. Change Number

Zoning Change

Area of Change

Note: There is no LB9. Zoning Area of 200’ Scale Approved SMA/ Change Change Index Map ZAP/SE Number LB10 R-55 to R-T 2.633 202NE04 SMA Property Description Tax Map 65, Grid E1, Block 14, Lots 5–18, Lots 24–38 Kenilworth Use and Description Kiddies College Discussion Rezoning from R-55 to R-T creates an opportunity for medium-density housing to support nearby mixed-use development. Change Number

422

Zoning Change Maps Sectional Map Amendment

LB8: I-1 to R-T LB10: R-55 to R-T

M-X-T ADD

C-1

I-1

ISON

R-55

AV E

EIG

I-1

R-55

R-55 AV

10 ZION ST

SECTIONAL MAP AMENDMENT

DISTRICT OF COLUMBIA

R-55

DOEWOOD LN

300DR M GORHA Y O LER Feet

Approved Subregion 4 Master Plan and Sectional Map Amendment

423

Living Area B Change Number LB11 Property Description Use and Description Discussion

Area of Change 0.121 0.086

200’ Scale Index Map

Approved SMA/ ZAP/SE Number

202NE05

SMA

Tax Map 66, Grid A2, Block E, Lots 16–18 North Fairmount Heights Single-Family Residential The zoning change from C-1 (Local Commercial, Existing) to C-S-C will update the zoning to reflect current zoning categories. These parcels are currently occupied by commercial uses. Rezoning from R-55 to C-S-C will rezone the parcel to reflect the current use of the site. 289

20 324

259

415

L ST 325

285

LB11: C-1, R-55 to C-S-C

Zoning Change C-1 to C-S-C R-55 to C-S-C

288

414

284

410

280

18 R-55

21 1

405

KOLB ST

330

335

R-55

340

400 8

417

395

N SO

C-1

E 32

416

344

R-55

345 19

390

K ST

346 389

45 41

424

Zoning Change Maps Sectional Map Amendment

J ST

387 20

386-A 22

385-A

384-A

150

380

Feet

382

Living Area B Change Number LB12 Property Description Use and Description Discussion

Area of Change 0.123

200’ Scale Index Map 220NE08

Approved SMA/ ZAP/SE Number SMA

Tax Map 66, Grid A2, Lots 51 and 52 Waterford. Vacant land The zoning change from C-2 (General Commercial, Existing) to R-55 will update the zoning to reflect current zoning categories and remove the commercial zoning to be compatible with adjacent residential land uses. 185

190

195

199

183 270

F 200

I-1

210

JOST ST

C-2 50

217

R-55

225

230

233

236

225

230

236

220

365

276

281

282

837

838

839

840

839

840

841

842

R-55 843

844

845

846

JEFFERSON HEIGHTS DR

C-S-C

275 216

HA V

363

205

BALSAM TREE DR

360

60T

36 19 37

R-5543

SECTIONAL MAP AMENDMENT

61 ST

LB12: C-2 to R-55

Zoning Change C-2 to R-55

58 10

. 150 Feet

Approved Subregion 4 Master Plan and Sectional Map Amendment

425

Living Area B Change Number LB13 Property Description Use and Description Discussion

Zoning Change C-1 to R-55

Area of Change 0.139

200’ Scale Index Map 215NE07

Approved SMA/ ZAP/SE Number SMA

Tax Map 66, Grid A3, Block I, Lots 10 and 11. Vacant building The zoning change from C-1 to R-55 will update the zoning to reflect current zoning categories and remove the commercial zoning to be compatible with adjacent residential land uses.

LB13: C-1 to R-55

5 59

40 15

H 45

C-1 10 AV

10 45

R-55 50

62 ND

20 60

426

Zoning Change Maps Sectional Map Amendment

ND P. ST A

125 LD

Feet49

Living Area B Change Number LB14 Property Description Use and Description Discussion

Zoning Change

Area of Change

200’ Scale Approved SMA/ Index Map ZAP/SE Number 201NE06 R-35 to R-O-S 31.989 SMA 202NE06 Tax Map 66, Grid C1, Block F, Parcel 2 (3), Tax Map 66, Grid B1, Parcel 241, Tax Map 66, Grid C2, Parcels 221, 256, 257, 268, 276, Recreation Center Parcel A, Tax Map 66, Grid C2, Block D, Parcel B. Playfield; Vacant Lot; Wooded This zoning change to R-O-S (Reserved Open Space) is required in order to enforce the current development pattern and protect environmental features. It reinforces the existing policy to protect county-owned land, especially those parcels used as floodplain, flood control, and open space. 26

I-1

34 20

16 30

P.47

24 19

P.241

P.B

E 6

10 25

5 10

D 18

P.A

5 16

R-18

30 10

V IA

P.3

FIJ

R-55

5 4

20 13

R-35

P.A

R-35

1 18

1 20

P.304

P.A

8 18

P.A

27 5

9 30

17 5

P.A

LB14: R-35 to R-O-S

17 9 11

R-T

4 11

P.221

32A 11

22A

P.A

P.A 18

21A 8

P.15 5

RR C IN G

R-35

24 30

31A

P.276

25A 26A

3 14

1 10

7 13 5

C 5

21 8

P.C

P.A

R-18

R-35

P.Y

C-S-C P.A

P.Y

P.B

P.256

P.257

W Y R. H

,J NG KI

P.Z

P.A

ER LU TH

60 50

19 60 33

66 30

68 47 67

R-35

P.268

20 71 63 14

53 60

R-35

5 1

13 2

P.79 10

R 1

P.108

R-O-S

R-55

8 10

60 20

50 30

650

31 63

43 30

E 50

45 55

F 20

P.77 P.76

55 15

P.80

E 3 2

55 15

5 1

C-S-C

P.72

60 15

P.227

5 1

P.78

P.A

LIN

10 5 1 10 65

1 30

33 34 13

P.A-4

10 5

P.297

56 57

5 1

46 45

JOP

C 6

P.A-4

74 72

29 45

43 44

51 10

15 16

27 30

P.A-3

59 24

5 5

8 25

7 6

P.A-3

R-35

AR TI

P.A P.A

8 20

SECTIONAL MAP AMENDMENT

P.Z

P.Y

P.268

P.B

Feet 1

30 25

Approved Subregion 4 Master Plan and Sectional Map Amendment

427

Living Area B Change Number LB15 Property Description Use and Description Discussion

428

Zoning Change

200’ Scale Approved SMA/ Index Map ZAP/SE Number 201NE05 C-S-C to M-U-I 12.093 201NE06 SMA 212NE13 Tax Map 66, Grid B3, Parcels F1, F2, and F3, Tax Map 66, Grid B3, Block A, Parcels A, A-3, A-4, Tax Map 66, Grid B3, D, E, F, 69, 70, 73, 334. Auto Zone; Convenience Store, Soul Food Restaurant, Cleaner, Laundry, Vacant Store; Strip mall (Family Dollar, Murray’s Steaks, King Pawn Shop/Vacant, China Chef ’s Carryout); CVS; Undeveloped; Church King Restaurant; Checks’ Cashed; Food Store; Church King Restaurant; Shell Gas Station Rezoning these properties to M-U-I (Mixed Use Infill) is consistent with the goals, policies, and strategies of the General Plan and the Subregion 4 Master Plan for the Developed Tier to strengthen neighborhoods by encouraging appropriate infill development and providing pedestrian-oriented neighborhoods. This zoning change supports the MLK/Seat Pleasant/Fairmount Heights main street opportunity site, which is a major gateway from the District of Columbia into Prince George’s County.

Zoning Change Maps Sectional Map Amendment

Area of Change

LB15: C-S-C- to M-U-I

IG S

GRE

66TH AV

8 10

65TH AV

M AR TI M AR N L UT TI HE N LU R TH K ER ING H KI NG Y HY

7 5

P.Z

13 1

R-35

R-55

P.F-1

P.A-3

R-18

R-55

C-S-C

P.A-3

P.A-4

O 37

R-55

P.F-3

2 1

C-S-C

P.G

P.A

P.72

P.A

C-S-C

P.A-4

P.F-2

P.334

R-55 3

P.G

70T

P.D

P.77

P.73

R-55

P.E

80 81

300

110

. 82

2 57

Feet

Approved Subregion 4 Master Plan and Sectional Map Amendment

429

SECTIONAL MAP AMENDMENT

115 20

C-S-C 25

100

103

4 1

R-55

P.69

P.70

P.F

A NT PLEAS T A E S

P.A

P.75

P.76

R-55

Living Area B

Property Description Use and Description Discussion

Seat Pleasant Elementary School Rezoning these properties to R-O-S will reinforce the county policy to protect county-owned land.

LB16: C-S-C, R-55 to R-O-S

65TH AV

LB16

Zoning Area of 200’ Scale Approved SMA/ Change Change Index Map ZAP/SE Number C-S-C to R-O-S 1.164 201NE05 SMA R-55 to R-O-S 5.571 Tax Map 66, Grid A3, Activity Center Parcel A, Tax Map 66, Grid B3, Parcels A, Activity Center Parcel A, G, and 67.

64TH PL

Change Number

64TH AV

R-55

P.F-2 21

C-S-C

P.F-3

C-S-C

P.G

1 5

C-S-C

AR TI AR N TI LU N TH LU ER TH ER KI NG KI NG HY HY

R-55 19

P.G

P.67

N SO DI RD

R-55

P.D

M P.A

P.A

P.46

P.F

FIE

P.70 P.69

1 P. 30

P.3 0

R-55

C-S-C

3 1

P.A

C-S-C

Y W

20 6

2 Zoning Change Maps Sectional Map Amendment

ES AM

P.61

430

R-55

3 P.2

C-S-C

P.B

DIS

ANT

EAS

PL SEAT

R FA

115

200

2 57 Feet

Living Area B Change Number LB17 Property Description Use and Description Discussion

Zoning Change C-1 to R-55

Area of Change 0.444

200’ Scale Index Map 201NE05

Approved SMA/ ZAP/SE Number SMA

Tax Map 66, Grid B3, Block 3, Lots 1–3 and 54–57 Oakmont. Vacant Rezoning from C-1 to R-55 will update the zoning to reflect current zoning categories and is consistent with the goals, policies, and strategies of the General Plan and the Subregion 4 Master Plan. It will reduce spot commercial zoning and encourage commercial zoning in centers and corridor nodes.

LB17: C-1 to R-55

1 PLEA

13 9

4 R-55

115 C-S-C

C-S-C S ME JA

SEAT

TD SAN

P.69

ER RM

115

DIS

110

2 57 8

C-1

105

R-55

9 50

R-55

SECTIONAL MAP AMENDMENT

100

Feet

Approved Subregion 4 Master Plan and Sectional Map Amendment

431

Living Area B Change Number

LB18

Property Description Use and Description Discussion

432

Zoning Change

C-S-C to M-U-I R-55 to M-U-I

Area of Change

200’ Scale Index Map

Approved SMA/ ZAP/SE Number

8.894 0.913

201NE05 210NE12 209NE15 210NE04 207NE04 210NE03 209NE02 210NE05

SMA

Tax Map 66, Grid B3, Block 2, Lots 21–25, Tax Map 66, Grid B3, Lots 1–9, Tax Map 66, Grid A3, Lots 1, 3, 10–23, Parcel A, B, 55, 56, 58, 61, 235, and 303, Tax Map 66, Grid A3, Block A, Lot 10. Shirley’s Corner 4 Stores; Price’s Barbershop; Vacant/Church; Single-Family Residential; Wooded; Faith Center; Church; Barbershop/Church; Vacant restaurant/ office; Chinese restaurant; Liquor Store; Barbershop/Church; Bank of America; BP Gas Station; Vacant Rezoning these properties to M-U-I (Mixed Use Infill) is consistent with the goals, policies, and strategies of the General Plan and the Subregion 4 Master Plan for the Developed Tier to strengthen neighborhoods by encouraging appropriate infill development and providing pedestrian-oriented neighborhoods. This zoning change supports the MLK/Seat Pleasant/Fairmount Heights main street opportunity site which is a major gateway from the District of Columbia into Prince George’s County.

Zoning Change Maps Sectional Map Amendment

64TH AV

N SO

LB18: C-S-C, R-55 to M-U-I

C-S-C

R-55

62N

D PL

R-55 C-S-C

R-55 R-55

R-55

C-1 TH

C-S-C

L. M.

C-S-C

Y .H R ,J NG

C-S-C TH

68 PL

R-55

C-S-C

SECTIONAL MAP AMENDMENT

ER ST

I-1

DISTRICT OF COLUMBIA

DS 400 EA

Feet

Approved Subregion 4 Master Plan and Sectional Map Amendment

433

Living Area B Change Number

Zoning Change

Area of Change

200’ Scale Index Map

Approved SMA/ ZAP/SE Number

LB19

I-1 to M-U-I R-55 to M-U-I C-S-C to M-U-I

2.680 1.583 0.616

201NE05 207NE09

SMA

Property Description Use and Description Discussion

434

Tax Map 66, Grid A3, Parcels 7, 102, 335, and 336, Tax Map 66, Grid A4, Block 2, Lots 1–3. MNK Inc. (Parking and Storage); Lowest Price Gas; Wooded Rezoning these properties to M-U-I (Mixed Use Infill) is consistent with the goals, policies, and strategies of the General Plan and the Subregion 4 Master Plan for the Developed Tier to strengthen neighborhoods by encouraging appropriate infill development and providing pedestrian-oriented neighborhoods. This zoning change supports the MLK/Seat Pleasant/Fairmount Heights main street opportunity site, which is a major gateway from the District of Columbia into Prince George’s County.

Zoning Change Maps Sectional Map Amendment

LB19: I-1, R-55, C-S-C to M-U-I P.53

P.54

P.55 P.56

P.59

R-55

63 15

R-55

P.102

P.335

R FA

C-S-C

P.58

Y GH N R I E K TH ER H U T L LU IN N T I T AR AR M M

P.303

G KIN

I-1

20 55 10

P.7 1

P.336

6 50

I-1

R-55

67 TH

DISTRICT OF COLUMBIA

R-55

N ER

Y RL

EA 5

R-55

SECTIONAL MAP AMENDMENT

. 250

Feet

170 169

Approved Subregion 4 Master Plan and Sectional Map Amendment

435

Living Area B Change Number LB20 Property Description Use and Description Discussion

Zoning Change R-55 to R-O-S

Area of Change 2.327

200’ Scale Index Map 201NE05

Approved SMA/ ZAP/SE Number SMA

Tax Map 66, Grid B3, Part of Lot 16 and Part of Lot 1. Vacant lot w/transmitting tower Rezoning these properties to R-O-S will reinforce the county policy to protect county-owned land.

LB20: R-55 to R-O-S

30 70

100

DI 35

45 85

R-55 28

Q 55

R-55

60 1 121

PL 36

122 65

R-55

YL DR

ST 5

2 1 36

R-55

P.B

P.107 1

4 9

436

Zoning Change Maps Sectional Map Amendment

200 3

Feet

Living Area B Change Number LB21 Property Description Use and Description Discussion

Zoning Area of 200’ Scale Approved SMA/ Change Change Index Map ZAP/SE Number C-M to I-3 3.692 202NE06 SMA I-1 to I-3 13.975 Tax Map 66, Grid C1, Parcel 308, 325, 1-D, 1-C, and A. Tax Map 66, Grid B1, Lots 2 and 3. Trailer parking lot; Wooded; U-1st Industrial Facility Rezoning to I-3 (Planned Industrial/Employment Park) supports the goals, policies, and strategies of the General Plan and the Subregion 4 Master Plan to allow for lighter intensity industrial uses adjacent to residential areas and at gateway locations and encourage comprehensive design plans.

LB21: C-M, I-1 to I-3

BIN

CA AN

I-2

I-1

C-M

I-2

R-35

D IFF R

R-55 L

IP A

I ER

DR R TH LA ND

KE O

SO U

SECTIONAL MAP AMENDMENT

S ES

MA AR

ON GT

O CC

IN RR

OW ILL

FLO R

V IA

W EN

R-18

FIJ

E OK

R-55

A M

N TI R

N KI

R-35

R HE T U

AR ND

R-35

I-1

SHE

C-M

. 500

Feet

Approved Subregion 4 Master Plan and Sectional Map Amendment

437

Living Area B Change Number

Zoning Change

Area of Change

200’ ScaleIndex Map

Approved SMA/ ZAP/SE Number

LB22

C-M to M-U-I C-S-C to M-U-I R-55 to M-U-I C-M to R-80

10.950 0.502 3.314 1.241

202NE06

SMA

Property Description Use and Description Discussion

438

Tax Map 66, Grid C1 Block 1, Lots 1–14, Tax Map 66, Grid C1, Parcel A, B, D, E, F, Tax Map 66, Grid D1, Parcel A, 9, 63, 101, 103,199, 201-206, 208-215, 220, Lots 13–16 and 32–34, Tax Map 59, Grid D4, Parcel A, Tax Map 59, Grid E4, Part of Parcel C Wooded; Woods of Life Church; Shell Gas Station; US Fuel Station; Vacant; KFC; Citgo Gas Station Rezoning these properties to M-U-I (Mixed Use Infill) is consistent with the goals, policies, and strategies of the General Plan and the Subregion 4 Master Plan for the Developed Tier to strengthen neighborhoods by encouraging appropriate infill development and providing pedestrian-oriented neighborhoods.

Zoning Change Maps Sectional Map Amendment

LB22: C-M, C-S-C, R-55 to M-U-I; C-M to R-80 RO

AR TI N

R-T

EL EC LU TH TR ER IC AV KI NG HY

W AR

R-55 C-S-C

I-2

FF RI E H

R-80

SHE

C-M

D IFF R

C-M

R-80

C-M

R-55

R-35 R-55

IN E

M LD O

450

V IA

SECTIONAL MAP AMENDMENT

AS SE TD

L GH

KI N

SO U

DO IN

LL HI

AR ND

TH LU

FIJ

N TI AR

RK PA

P VA JA

DR D Y AN HL

Feet

Approved Subregion 4 Master Plan and Sectional Map Amendment

439

Living Area B Change Number LB23 Property Description Use and Description Discussion

Change Number LB24 Property Description Use and Description Discussion

Change Number LB25 Property Description Use and Description Discussion

Change Number LB26 Property Description Use and Description Discussion

440

Zoning Change R-55 to R-O-S

Area of Change 0.915

200’ Scale Index Map 202NE06

Approved SMA/ ZAP/SE Number SMA

Tax Map 66, Grid D1, Block A, Plat 4 Parcel B and part of abandoned Prime Lane. Wooded Rezoning these properties to R-O-S will reinforce the county policy to protect county-owned land.

Zoning Change R-55 to R-O-S

Area of Change 0.729

200’ Scale Index Map 202NE06

Approved SMA/ ZAP/SE Number SMA

Tax Map 66, Grid D2, Block B, Plat 5 Parcel A. Shed Building and Wooded Lot Rezoning these properties to R-O-S will reinforce the county policy to protect county-owned land.

Zoning Change R-55 to R-O-S

Area of Change 3.847

200’ Scale Index Map 202NE06

Approved SMA/ ZAP/SE Number SMA

Tax Map 66, Grid D2, Parcel 262 and 236. Wooded Lot Rezoning these properties to R-O-S will reinforce the county policy to protect county-owned land.

Zoning Change R-80 to R-O-S

Area of Change 4.745

200’ Scale Index Map 202NE06

Approved SMA/ ZAP/SE Number SMA

Tax Map 66, Grid D1, Block A, Parcels B and C. Wooded Lot Rezoning these properties to R-O-S will reinforce the county policy to protect county-owned land.

Zoning Change Maps Sectional Map Amendment

LB23: R-55 to R-O-S; LB24: R-55 to R-O-S; LB25: R-55 to R-O-S; LB26: R-80 to R-O-S

TI N

LU TH E

VIL

S NT HU

IFF R

R SHE

M AR

DEPUTY LN

R-80

R-55

E N

R-55

A ND

R-55

R-80

R-35 LS

L HI

L RA

R-55

AT I

R-80

I O

R-55

LD M

P VA JA

SET DR AS

R-35 RR

AV S

T EA

S EA

SECTIONAL MAP AMENDMENT

. 500

Feet

Approved Subregion 4 Master Plan and Sectional Map Amendment

441

Living Area B Change Number LB27 Property Description Use and Description Discussion

442

Zoning Change R-T to R-55

Area of Change 5.73

200’ Scale Index Map 201NE06

Approved SMA/ ZAP/SE Number SMA

Tax Map 66, Grid C4, Parcel 142. Wooded Lot Rezoning this property to R-55 will allow for some residential development on this property. This property is not developable as R-T and is partially in a regulated area. This zoning will better connect the site with the adjoining R-55 neighborhood.

Zoning Change Maps Sectional Map Amendment

LB27: R-T to R-55

LE CH BI R

ST 71

EY LL

N PO

T AN S EA

CT EY L L VA

R-55

DATE

R-T AVA CT

R-55

LEAF

R-55

R-T

S EL AD T ST

HARRIS BA

SECTIONAL MAP AMENDMENT

. 300 Feet

Approved Subregion 4 Master Plan and Sectional Map Amendment

443

Living Area B Change Number LB28 Property Description Use and Description Discussion

Area of Change 0.456

200’ Scale Index Map 201SE06

Approved SMA/ ZAP/SE Number SMA

Tax Map 66, Grid E4, Central Park Condominiums Units 77, 78, 79, 80, and 81. Townhomes Rezoning to R-T is consistent with the goals, policies, and strategies of the General Plan and the Subregion 4 Master Plan, which calls for medium-density residential near existing corridors. The R-T zoning will serve as a buffer between the highdensity residential and the single-family detached neighborhood.

Change Number

Zoning Change

Area of Change

200’ Scale Index Map

Approved SMA/ ZAP/SE Number

LB29

R-80 to R-18C R-55 to R-18C R-T to R-18C C-A to R-18C

43.496 4.760 4.732 0.365

201NE07 201SE07 201NE06 201SE06

SMA

Property Description Use and Description Discussion

444

Zoning Change R-18 to R-T

Tax Map 66, Grid E4, Parcels A, 4, 12, 16, 170–175, 196, and Lots 1–8, Tax Map 66, Grid F4, Parcels 177, 179, 182, 184, 185, 278 and Lot 1 Mussante Subdivision Hunt Addition. Wooded; Single-Family Residential; Vacant; New Life Assembly of God Church; Integrated Medical Services; Central Child Development Center; New Life Assembly of God Church Academy for Boys Rezoning to R-18C (Multifamily Low Density Residential, Condominium) is consistent with the goals, policies, and strategies of the General Plan and the Subregion 4 Master Plan. It will allow for high-density residential along the General Plan corridor to support the vision for development at adjacent centers. These parcels are located between the Addison Road and Morgan Boulevard Metro Stations and a large mixed-use development to the south.

Zoning Change Maps Sectional Map Amendment

LB28: R-18 to R-T LB29: R-80, R-55, R-T, C-A to R-18C

LO W

R-80

HILL R

MILL DR

W IL

DR OTT C S Y MAR

R-80 AI NT U MO

NA LLEY RD

GIDDINGS DR

CANYON DR

EAST MILL AV

PEPPER

D LLS NO RK YO

HASTINGS DR

E S T MIL L AV

IE NV

R-80 R-55

CANY

ON D R

R-18

R-55

C-O CENTRAL

C-A

R-T

WA LKE RM

CENTRAL AV

M-X-T

C-A

DRUMLEA R

SECTIONAL MAP AMENDMENT

IL L

SHADY GLEN DR

R-55

R-T

R-55

R-55 CENTRAL AV

. SH

A D Y G LEN

700 Feet

Approved Subregion 4 Master Plan and Sectional Map Amendment

445

Living Area C Note: There is no LC1, LC2, or LC3 Change Number LC4

Property Description Use and Description Discussion

446

Zoning Change

R-55 to R-O-S

Area of Change 27.854

200’ Scale Index Map 202NE07

Approved SMA/ ZAP/SE Number SMA

Tax Map 66, Grid F1, Parcel 13 Cora L. Rice Elementary School, Fields, Parking Lot Rezoning these properties to R-O-S will reinforce the county policy to protect county-owned land.

Zoning Change Maps Sectional Map Amendment

LC4: R-55 to R-O-S

R-T

R-55 R-18

ITA CAP

R-55

R-80

W VI E

R-18

CT E EL CH Y MI LLE NA

R-T

HILL STONE DR

R-T R-T

SECTIONAL MAP AMENDMENT

NE RD R KS BU LL L OA I H L HI IG HT

. 450

Feet

Approved Subregion 4 Master Plan and Sectional Map Amendment

447

Living Area C Change Number LC5 Property Description Use and Description Discussion

Change Number LC5b Property Description Use and Description Discussion

448

Zoning Change C-S-C to R-T

Area of Change 2.875

200’ Scale Index Map 201NE08

Approved SMA/ ZAP/SE Number SMA

Tax Map 67, Grid D3, Parcel 20 Wooded Rezoning to R-T is consistent with the goals, policies, and strategies of the General Plan and the Subregion 4 Master Plan. It will reduce spot commercial zoning and encourage commercial zoning in centers and corridor nodes.

Zoning Area of 200’ Scale Index Approved SMA/ Change Change Map ZAP/SE Number R-55 to R-T 4.58 201NE08 SMA Tax Map 67, Grid C2, Part of Parcel A Chapel of Holy Redeemer and Lot 4 Gordon C Brown Subdivision Wooded, Single-Family Residential Rezoning to R-T is consistent with the goals, policies, and strategies of the General Plan and the Subregion 4 Master Plan. It will reduce spot commercial zoning and encourage commercial zoning in centers and corridor nodes.

Zoning Change Maps Sectional Map Amendment

LC5: C-S-C- to R-T; LC5b: R-55 to R-T

CAP

NTA TINE

CON T IL BEL

L PL

N HY

CONGRE

R-T

P SS

R-T C-S-C AT TSE IGH BR

R-55

R-T

Metro Blue Line BRIG

I-3

AT RD

SECTIONAL MAP AMENDMENT

HTSE

. 300 Feet

Approved Subregion 4 Master Plan and Sectional Map Amendment

449

Living Area C Change Number LC6 Property Description Use and Description Discussion

Zoning Area of 200’ Scale Approved SMA/ Change Change Index Map ZAP/SE Number C-O to I-3 4.839 201NE08 SMA C-M to I-3 1.458 Tax Map 67, Grid C4, Block 8 Lots 1, 2, and 3, Parcels 46, 99. Tax Map 67, Grid D4: Block A, Lot 1, Parcels 22 Wooded; Structure with Parking Lot; Empowered Ministries (Church with Cemetery) Rezoning to I-3 will extend the existing development pattern to allow for employment uses with access off Brightseat Road. This area is not appropriate for commercial development.

LC6: C-O, C-M to I-3 GL EN

R-55

EY LL VA

R-T

I-3

DR E

MANOR T

R-T

C-M

R-R

AV AL R T V CEN LA A R T CEN

C-O

C-O C-S-C

HAMPTO

I-1

C-S-C

KB N PAR L

LL DR

ON MA AMPT

. 300 Feet

450

Zoning Change Maps Sectional Map Amendment

Living Area C Change Number LC7 Property Description Use and Description Discussion

Zoning Area of 200’ Scale Approved SMA/ Change Change Index Map ZAP/SE Number C-O to M-U-I 7.352 201NE08 SMA R-R to M-U-I 0.487 Tax Map 67, Grid B4, Block 4 Lots 11–13, 27 and 28 Randolph Village, Tax Map 67, Grid B4, Block 6 Lots 37 and 38 Randolph Village, Tax Map 67, Grid C4, Block 6 Lots 22–27 Randolph Village, Tax Map 67, Grid C4, Block 7, Lots 11–22 Randolph Village. Single-Family Residential; Vacant; State Farm Insurance; Personal Touch Hair Salon; Psychic Reading; Office Building; Concentra Medical Center; McDonald’s Rezoning to M-U-I will change the character along this corridor from disjointed commercial uses to mixed-use development. The vision encourages a mix of residential and office to serve as a buffer to adjacent single-family residential communities.

LC7: C-O, R-R to M-U-I

P.B

38 45

33 63

70 71

68 66

P.M

P.K 59

81 79

P.A

WY TAYSIDE

74 72 50

54 17 10 17

45 41

P.B

P.G

42 40 38

P.E

P.D 33 19

P.A

32 33

P.93

HILLVIEW

P.C

61 57 62

P.F

66 56

7 5

P.93

P.A

12 10

3A 3A

AV DUNBAR

18 36

R-R

5 26

C-O

R-R

OU TL O T B

C-M C-O C-O OU TL O T A

P.A-3

P.A-1

OU TL O T C

C-O

P.88

P.91

R-R

P.K

P.E-E P.L P.P

P.Q

P.A

I-1

P.N-1

P.D-1

P.K

P.A P.Q

P.53 P.86

P.J

P.58

P.87

P.A

P.C-C-3

H 2

P.A

P.61

P.C-C-3

P.C-C-1

P.S-1

P.53

P.F-F-1

SECTIONAL MAP AMENDMENT

P.I

P.A

I-1

K AR NP PTO

P.88 P.B-1

AL AV

P.C-C-1

P.P

P.59

P.A

P.B-1

P.D-1

P.J

P.58 P.10

HAM

I-1

P.A P.56

P.I

P.90

CENTR

L AV CENTRA

P.87

P.59

P.A

R-R R-R

P.A-2

C-O

22 21 19

35 25

P.99

P.R P.H P.A-1

CK W

TRU

P.B P.A

WY MILKY

HIE

RITC P.B

P.F

P.A

. 500 P.10

Feet

Approved Subregion 4 Master Plan and Sectional Map Amendment

451

Living Area D Change Number

Zoning Change

Area of Change

200’ Scale Index Map

Approved SMA/ ZAP/SE Number

LD1

R-R to R-T R-55 to R-T

36.179 18.646

201SE05 201SE06

SMA

Property Description

Use and Description Discussion

Change Number LD2 Property Description Use and Description Discussion

452

Tax Map 73, Grid A1, Lot 17 Palmer Subdivision of Good Luck, Tax Map 73, Grid A2, Lot 16 Palmer Subdivision of Good Luck, Tax Map 73, Grid B1, Block A Lots 1–3 Murdough and Whiting Subdivision, 5, 6, 8–12, 21–26, 2A, 2B, 2C, 2D Murdough and Whiting Subdivision, 19C, 19B Palmer Subdivision of Good Luck, Parcels 35, 36, 44, 45, 47–55, 339, 407, and 421, Tax Map 73, Grid B2, Lots 11, 12, 13, 14, 15 and 18. Palmer Subdivision of Good Luck, Parcels 56–60. Vacant; Wooded; Single-Family Residential; Duplex Rezoning to R-T is consistent with the goals, policies, and strategies of the General Plan and the Subregion 4 Master Plan. It will allow for higher density residential to support the vision for development at adjacent centers. These parcels are located between the Capitol Heights and Addison Road Metro Stations.

Zoning Area of 200’ Scale Approved SMA/ Change Change Index Map ZAP/SE Number R-55 to R-T 15.32 201SE05 SMA Tax Map 73, Grid A2, Lot 1, Area equals 15,480 square feet Glass View. Area equals 0.3177 acres Steiger View, Area equals 14,007 square feet Addition to Glass View, Parcels 2, 133, 134, 140, 343, and 390. Vacant; Wooded; Single-Family Residential Rezoning to R-T is consistent with the goals, policies, and strategies of the General Plan and the Subregion 4 Master Plan. It will allow for higher density residential to support the vision for development at adjacent centers. These parcels are located between the Capitol Heights and Addison Road Metro Stations.

Zoning Change Maps Sectional Map Amendment

LD1: R-R, R-55 to R-T; LD2: R-55 to R-T

QUIRE AV

CAPITOL HEIGHTS BL

ITOL

I UL

L VA

HE T A

CA P

AN LT

M SA

EMMET ST

AL AV

CENTR

R-T

R-R

R-55

R-55 R-R

FFO

R-T

R-55

O-S

R-T

R-55

750 Feet

Approved Subregion 4 Master Plan and Sectional Map Amendment

453

SECTIONAL MAP AMENDMENT

INS AV

R-55

O-S ROLL

BRO OKE RD

Living Area D Change Number LD3 Property Description Use and Description Discussion

Area of Change 4.568

200’ Scale Index Map 202SE06

Approved SMA/ ZAP/SE Number SMA

Tax Map 73, Grid C2, Lot 1 and Parcel 156. Wooded; Single-Family Residential Rezoning to R-T is consistent with the goals, policies, and strategies of the General Plan and the Subregion 4 Master Plan. It will allow for higher density residential to support the vision for development at the Walker Mill Village opportunity site.

Change Number

Zoning Change

Area of Change

200’ Scale Index Map

Approved SMA/ ZAP/SE Number

LD4

R-55 to R-T R-R to R-T

0.818 38.302

202SE06

SMA

Property Description Use and Description Discussion

454

Zoning Change R-55 to R-T

Tax Map 73, Grid C3, Parcels 210 and 211, Unnumbered Lot Parcel equals 1.896 acres Valle Gargan Subdivision. Undeveloped; Wooded Rezoning to R-T is consistent with the goals, policies, and strategies of the General Plan and the Subregion 4 Master Plan. It will allow for higher density residential to support the vision for development at the Walker Mill Village opportunity site.

Zoning Change Maps Sectional Map Amendment

LD3: R-55 to R-T; LD4: R-55, R-R to R-T 5

25 49 20

P.A

P.D

25 15

A 13

18 1

15 18

R-55

P.E

M-U-I

OTP

P.A

P.156

R-55 151

158

165

181

185 191

140

121

196

122

P.G

133

134

P.212

127

139

115

110

P.H

P.D -1

107

P.208

51-6

R-R

P.417

1 1

R-55

50-1

50-5

P.209

P.A

50-8

P.D-11

45-1

P.210

R-R

48-3

45-6

44-1

70 69

48-1

R-T

47-9

P.D

M-U-I

P.F

128

2 R-55

R-55

184

190

116

10 5 5

180

172

152

5 6

P.163

166 162

161

146

145

177 171

157

178 1

RN DR

ON RD

P.E

WILBU

87 33

93 35 34

NS AV

P.149

ADDIS

ROLLI

P.149

T TON S

ING HARR 30

31 1

2 26

47-5

10 44-5

P.D-8

P.211

OU TLOT A

P.D-9 46-1 44-10

P.213

46-5

P.215

43-1

46-8

P.205

42-9

42-5

43-5

P.D-7

42-1

P.206

43-8

P.D

14-1

7-1 4-1

P.A-1

P.D-3

R-18

P.D-2

7-6

P.D-6

P.D-4

P.214

R-55

P.D-1 P.2

4-6

P.A-5

I-1

5-6

P.1

R-R

2-10

R-T 43

P.C

P.A

2-5

ALD RD RON 1 3

P.D

500 P.247

P.C-1

Feet

1-5

1-1

P.249

P.A

Approved Subregion 4 Master Plan and Sectional Map Amendment

455

SECTIONAL MAP AMENDMENT

OUTPARCEL A

5-1

Living Area D Note: There is no LD5, LD6, or LD7. Change Number LD8 Property Description Use and Description Discussion

Zoning Area of 200’ Scale Approved SMA/ Change Change Index Map ZAP/SE Number C-S-C to R-T 1.482 R-10 to R-T 1.126 203SE04 SMA C-A to R-T 0.598 R-18 to R-T 13.589 Tax Map 80, Grid B1, Lot 3 (Plat: A06-0080), Parcels 8 and 298. Tax Map 72, Grid C4, Block 2, Parcel A and Parcels A, B, C, D, E, and F of Lot 3A (Plat: A063747), Parcel 1, 2, and 3 of Parcel A (Plat: A06-4374). Penn Southern Apartments; South Hills Apartments; Wooded; Undeveloped; Shopping Center ( Johnny Boys); Food Best Mart Rezoning to R-T because this area is too dense to be outside of a center or corridor node. We want to encourage less dense residential development in areas not adjacent to a center or corridor node. This zoning category is more compatible with the adjacent single family neighborhoods.

C-A

R-55

LD8: C-S-C, R-10, C-A, R-18 to R-T

DISTRICT OF COLUMBIA C-S-C

R-55 R-18

ADIA

ARC

R-55 R-10

R-55

O-S

RD LT

PENNSYLV ANIA AV P ENNSY LVANIA AV

. 250 Feet

456

Zoning Change Maps Sectional Map Amendment

Living Area D Change Number

Zoning Change

Area of Change

200’ Scale Index Map

Approved SMA/ ZAP/SE Number

LD9

R-55 to R-T

12.428

203SE04

SMA

Property Description Use and Description Discussion

Tax Map 73, Grid F2, Block 39, Lots 45–119; Block 40, Lots 1–51, 59–81; Block 41, Lots 1–57; Block 42, Lots 1–28. Undeveloped Rezoning to R-T is consistent with the goals, policies, and strategies of the General Plan and the Subregion 4 Master Plan. It will allow for higher density residential to support the vision for Marlboro Pike and encourage development of an underutilized area.

VA AV

VERGO

R-55

FAB

LD9: R-55 to R-T

NTH

R-55

OA V QU

PIT O

EIG H

D IEL

R-55

SECTIONAL MAP AMENDMENT

R-O-S

MA RL BO RO

. PE

400

Feet

Approved Subregion 4 Master Plan and Sectional Map Amendment

457

Living Area E Change Number LE1 Property Description Use and Description Discussion

458

Zoning Area of 200’ Scale Approved SMA/ Change Change Index Map ZAP/SE Number C-A to C-S-C 0.801 201SE07 SMA C-O to C-S-C 1.563 Tax Map 66, Grid F4, Parcels 191, 192, 194, 195 and Millwood Towne Southland Corp Addition, Parcel A Undeveloped; Single-Family Residential; 7-Eleven This zoning change from C-A to C-S-C will update the zoning to reflect current zoning categories. This zoning change will create a development pattern that is consistent with the detailed site plan on an adjacent site.

Zoning Change Maps Sectional Map Amendment

LE1: C-A, C-O to C-S-C

P.179

P.C

HILL R D

P.185

C-O P.A

R-T P.184

AL AV CENTR AL AV CENTR P.191

P.192

C-A P.A

P.194

C-O

A-A

P.A

C-S-C

P.A

19 20

R-T 34

W AL K E

25 55

N DR

CALD

ER D

A-A

SECTIONAL MAP AMENDMENT

B-B P.A

R-80

L IL M

SHADY GLE

DRUM LEA

250

P.A

Feet

Approved Subregion 4 Master Plan and Sectional Map Amendment

459

Living Area E Change Number

Zoning Change

Area of Change

200’ Scale Index Map

Approved SMA/ ZAP/SE Number

LE2

C-S-C to R-T

6.00

201SE07

SMA

Property Description Use and Description Discussion

LE2: C-S-C to R-T

Tax Map 74, Grid A1, Parcel 144 M&G Service Inc. General Contractor/Excavating; Undeveloped; York Service Company Inc. Rezoning to R-T is consistent with the goals, policies, and strategies of the General Plan and the Subregion 4 Master Plan, which calls for medium-density residential near existing corridors. The R-T zoning will serve as a buffer between the industrial and commercial properties and the single-family, attached neighborhood, as well as the Walker Mill Regional Park.

C-M

P.B

P.129

P.35

CENTRAL AV CENTRAL AV

P.B

C-S-C

P.4

C-S-C P.144

P.1

I-1 P.2

LL D R MI

KE WAL

R-R 21

1 3

W AL

. 300 Feet

460

Zoning Change Maps Sectional Map Amendment

P.C

Living Area E Note: There is no LE3. Zoning Change R-R to R-O-S

Area of Change 33.359

200’ Scale Index Map 201SE07

Approved SMA/ ZAP/SE Number SMA

Tax Map 74, Grid B1, Parcel 5. Open Space Rezoning these properties to R-O-S will reinforce the county policy to protect county-owned land.

LE4: R-R to R-O-S

MPTON AV

P.9

P.6

P.8

OT TL

P.5 P.183

P.5

P.B

P.4

74 82

113

P.5

P.2 42

P.2 P.1

37 46

P.B

33 32

83 22 28

P.5

P.66

P.A

P.D

HIE

I-1

P.6

I-1

91 27

MILK

P.3

RITC

P.4 P.3

R-T

P.G

P.E

P.A

P.11

P.182 122

P.C

P.10

P.B

I-1

P.A

P.9

114

P.B

I-1

P.8-A

CK W

TRU

P.5

S THA

P.6-A

P.F

P.A

C-2

P.7

P.6

C-1

P.3 P.7

Change Number LE4 Property Description Use and Description Discussion

10 11

P.A

R-R

P.B

P.5

HIE

RITC

P.177

P.179

R-R

P.188

SECTIONAL MAP AMENDMENT

P.31

P.65

P.32 P.43

I-1

P.33

P.34

P.35

P.8

P.87 P.6

P.36 P.37

500 Feet

Approved Subregion 4 Master Plan and Sectional Map Amendment

461

Living Area E Note: There is no LE5. Change Number LE6 Property Description Use and Description

Discussion

462

Zoning Area of 200’ Scale Approved SMA/ Change Change Index Map ZAP/SE Number I-1 to M-X-T 10.69 I-1 to C-S-C 1.59 201SE08 SMA C-S-C to M-X-T 27.29 Tax Map 67, Grid C4, Parcels C-C-1, C-C-3, E-E, F-F-1, N-1, S-1 Hampton Park Subdivision, Parcels I, R, and part of Parcel P Hampton Park, Parcel C Hampton Mall, Tax Map 67, Grid D4, Block H, Lot 7, 8, and part of Parcel E Hampton Park Resubdivision. Columbia Bank; Jiffy Lube, Pro-Wash, MTX Audio, All Tune and Lube, Meineke, Extreme Expressions Studio; Wendy’s Restaurant; Comfort Inn; Motel 6; Home Depot; Lime Light Fashions, Roach Records; Jerry’s Subs and Pizza, Carvel; Sanctuary at Kingdom Square (Enterprise, IHOP, Wine and Spirits, Five Star Nails, Allstate, Sprint, Hunan Restaurant, Bally’s Gym, Assorted Office Space, Just 4 You, Cleaners, Family Dollar, Bible babies, Everlasting Life, Barber shop, beauty supply, Staples, Goodyear, Dunkin Donuts, Credit Union, Checkers, A&W); Country Inn Suites; 7-Eleven; China Express; Texaco; Exxon; Cameron’s Seafood; Undeveloped

Zoning Change Maps Sectional Map Amendment

LE6: I-1 to M-X-T; I-1 to C-S-C; C-S-C- to M-X-T

AT SE

DR EY LL

MA N

C-O

C EN

C-O

A V ENTR A C AL

I-1 to M-X-T

I-1

V LA

C-M

I-1 to M-X-T

A T OL BEL CAP A HY T IL BEL CAP

C-S-C to M-X-T

I-1 to C-S-C

C-S-C I-1

DR OD O HW AS

ON PT

L ER

SECTIONAL MAP AMENDMENT

L KB AR NP TO MP HA

I-1

. 500 Feet

Approved Subregion 4 Master Plan and Sectional Map Amendment

463

Living Area E Change Number LE7 Property Description Use and Description Discussion

Zoning Change R-R to R-O-S

Area of Change 0.556

200’ Scale Index Map 202SE08

Approved SMA/ ZAP/SE Number SMA

Tax Map 74, Grid B3, Parcel 60. Wooded Rezoning these properties to R-O-S will reinforce the county policy to protect county-owned land.

LE7: R-R to R-O-S

R-O-S

IE RD

R-R

RITCH

R-O-S I-1 W AL

R-R R-55

RITCHIE

I-1

N TO

ING RL

HIE

RITC

EK EUR

. 200

Feet

464

Zoning Change Maps Sectional Map Amendment

Living Area E Change Number LE8 Property Description Use and Description Discussion

LE8: R-80 to R-O-S

Zoning Change R-80 to R-O-S

Area of Change 1.014

200’ Scale Index Map 202SE07

Approved SMA/ ZAP/SE Number SMA

Tax Map 74, Grid A3, Block A, Parcel B Ritchie Estates. Undeveloped Rezoning these properties to R-O-S will reinforce the county policy to protect county-owned land.

MILL R

R WALKE

RYON WY

P.A

S LN

MILDRED 19

A 16

P.313 P.313

5 15

P.313

R-O-S R-80

P.176 P.B

SECTIONAL MAP AMENDMENT

9 10

R-80

R-O-S

. 300 Feet

Approved Subregion 4 Master Plan and Sectional Map Amendment

465

Living Area E Change Number LE9 Property Description Use and Description Discussion

Zoning Change I-1 to R-55

Area of Change 1.025

200’ Scale Index Map 202SE08

Approved SMA/ ZAP/SE Number SMA

Tax Map 74, Grid C4, Part of Parcel 131. Undeveloped Rezoning this property from I-1 to R-55 will remove the split zoning that exists on this property and maintain a buffer between the residential and industrial areas.

Living Area E Change Number

LE10 Property Description Use and Description Discussion

466

Zoning Change

R-80 to R-O-S

Area of Change 0.778

200’ Scale Index Map 202SE08

Approved SMA/ ZAP/SE Number SMA

Tax Map 74, Grid C4, Parcel 3. Undeveloped Rezoning these properties to R-O-S will reinforce the county policy to protect county-owned land.

Zoning Change Maps Sectional Map Amendment

LE9: I-1 to R-55; LE10: R-80 to R-O-S

P.92

P.93 P.96

T AS N RO O C

OUTLOT

P.51 18

I-1

R-55

I-1

1 1

P.131

D NY

P.154 P.184

R-55

P.152

R-T 1

P.3

R-80 P.125

R-80

P.5 8

P.1

P.2

4 2

P.2

P.6

. 9

P.125

SECTIONAL MAP AMENDMENT

P.2

R-T

PARK DR

RD E I CH E RD T I R HI C RIT

OUTPARCEL 1

FOREST

OUTLOT

P.153

200

24 Feet

Approved Subregion 4 Master Plan and Sectional Map Amendment

467

Living Area E Note: There is no L11. Change Number LE12 Property Description Use and Description Discussion

Zoning Change R-55 to R-O-S

Area of Change 9.13

200’ Scale Index Map 203SE08

Approved SMA/ ZAP/SE Number SMA

Tax Map 82, Grid B1, Parcel B, Ritchie Run Plat 1 and 2. Wooded Rezoning these properties to R-O-S will reinforce the county policy to protect county-owned land. P.77

P.70

P.A

16 2

P.70

P.77

P.71

P.2

P.3

R-80

7 10

335

OUTLOT B

P.8

IN SK

N LE

LN 18

P.A

B 5

ORE DR

343 15

P.1

R-55

9 16 17

P.3 P.B 24

B 13

16 30 10

P.4

30 9

R-T

35 36 37

98 72

71 77

90 65 83

P.5 151

R-55

36 258

158

42 159

265 40

266

176

P.B

181 257

165

166

R-55

175

LAURA LN

RIT

CHB

182

D OR

138

195 194

187

188

P.7

201

P.6

202

IE CH

DMO BRA

RIT

P.2

D PAR K

H ITC

P.125

P.70

RTA

ALBE

P.125

FORE ST

LE12: R-55 to R-O-S

274

216

233

234

215 207

250

36 275

224

225

242

283

284 289

ER CT 55

1 49

290

304

297 298

R-80

I-3

314

P.A

500

14 21 17

Feet

Zoning Change Maps Sectional Map Amendment

313

303

468

208

AK TT

W 52

243

249

P.B

Living Area E

LE13 Property Description Use and Description Discussion

Zoning Change R-80 to R-O-S I-3 to R-O-S

Area of Change 2.48 2.81

200’ Scale Index Map

Approved SMA/ ZAP/SE Number

203SE07

SMA

Tax Map 82, Grid B2, Parcels 302, 314, and 347. Wooded Rezoning these properties to R-O-S will reinforce the county policy to protect county-owned land.

LE13: R-80, I-3 to R-O-S

P.108 1

RICHA

RD DR 14

STEVE DR

Change Number

H 5

R-80

DANIE

L DR P.314

I-3

R-80 1

P.347

I-3

16 OUTLOT B

P.258

R-80

SECTIONAL MAP AMENDMENT

DARCY R

TIMBE RCRE

R-80

ST DR

P.302

P.108

I-4

112

P.A

200

P.303

Feet

110

Approved Subregion 4 Master Plan and Sectional Map Amendment

469

Living Area E Change Number

Zoning Change

Area of Change

LE14

R-80 to R-O-S

5.386

Property Description Use and Description Discussion

200’ Scale Index Map 203SE07 204SE07

Approved SMA/ ZAP/SE Number SMA

Tax Map 82, Grid A2, Parcel 36, 315, and 316. Wooded; Tennis Courts; Parking Lot; Construction Site Rezoning these properties to R-O-S will reinforce the county policy to protect county-owned land. 18

LE14: R-80 to R-O-S

RITCHIE RD

ODE RD

BAY WY

3 1

MANE LN

PUTNAM LN

5 1

P.33

P.126

P.315

R-80

P.316

P.36

M 17

R-80

P.35

P.316

P.126

P.34

P.35

R-80

P.36 15

20 3

15 5

LVA LE 25

20 10

NEW GL EN

MIL

R-55 AV

250 OUTLOT A

470

Zoning Change Maps Sectional Map Amendment

. Feet

Living Area E Change Number LE15 Property Description Use and Description Discussion

Zoning Change R-80 to R-O-S

Area of Change 0.996

Tax Map 81, Grid F3, Parcel 355.

LE15: R-80 to R-O-S

200’ Scale Index Map 204SE07

Approved SMA/ ZAP/SE Number SMA

Wooded Rezoning these properties to R-O-S will reinforce the county policy to protect county-owned land.

N UN

121

122

20 10

OUTLOT A

8 7

P.41

N AV

NEW

6 14

GLE

7 4

P.42

R-55 9

1 1

MAS

ON S

P.43

P.44

P.355

15 10

R-55

VINEYARD DR 4

P.45

RITCHIE

P.52

P.53 P.56

PINE

L CRE

EK P

OUTLOT A

P.50

. 250

SECTIONAL MAP AMENDMENT

R-80 SHELTON PL

OVE RDA LE P L

P.55

Feet

Approved Subregion 4 Master Plan and Sectional Map Amendment

471

Living Area E Change Number LE16 Property Description Use and Description Discussion

472

Zoning Change R-55 to R-O-S

Area of Change 1.936

200’ Scale Index Map 203SE06

Approved SMA/ ZAP/SE Number SMA

Tax Map 81, Grid E1, Parcel 401. Wooded Rezoning these properties to R-O-S will reinforce the county policy to protect county-owned land.

Zoning Change Maps Sectional Map Amendment

LE16: R-55 to R-O-S

30 10

STAR BO AR DD

P.D

24 35

P.E

P.D

R-80

G 35

R-T 11

MARBURY CT

R-R

P.401

100

R-55 83

P.A

GLE NDO RA DR

84 75

IC STR

TS IGH

R-55

45 23

50 250

Feet

16 13

SECTIONAL MAP AMENDMENT

ST ER ST

RY BU

26 26

Y UR

Approved Subregion 4 Master Plan and Sectional Map Amendment

473

Living Area E Note: There is no LE17, LE18, LE19, LE20, LE21, or LE22. Change Number LE23 Property Description Use and Description Discussion

Zoning Area of 200’ Scale Approved SMA/ Change Change Index Map ZAP/SE Number C-S-C to C-M 14.5 203SE08 SMA Tax Map 74, Grid D4, Part of Parcel 12, Tax Map 82, Grid D1, Parcel 13 and part of Parcel 14, Ritchie Station Market Place. Vacant Rezoning to C-M is consistent with the goals, policies, and strategies of the General Plan, the Subregion 4 Master Plan

LE23: C-S-C to C-M

P.9

A LA K I N G

W WA A L LK K E ER R MI M I LL LL P.24

P.14

P.36

P.15

P.24 P.142

RITCHIE MARLBORO RD P.11

P.7

P.12

CT P.10

C-S-C

MAN

P.9

CA P

N ATIO IE ST

P.11

C-S-C

BE CAP BE LT LT OL IL A AH Y HY

RIT CH

P.7

BAU

P.13

R-R

P.184

P.189

P.14

EL TI

500

Feet

P.183

P.C P.187

474

Zoning Change Maps Sectional Map Amendment

K DR PAR OD WO E LM

C-S-C

Change Number LE24 Property Description Use and Description Discussion

Retail commercial at 7905-7961 Central Avenue (odd numbers) Rezoning to C-S-C is consistent with the goals, policies, and strategies of the General Plan, the Subregion 4 Master Plan.

P.36

R 1

H C AN

P.A

P.39 P.40

JON

V IL A

3 1

P.36 P.26

C-M

P.30

R-80

P.41

M-U-I

P.129

P.35

L AV

V CENTRAL A

P.41

P.40

P.A

CENTRA

P.49

I-1

P. 97

P.B

P.11

P.10 P.A

I-1

SECTIONAL MAP AMENDMENT

P.9

C-S-C

PT ON

P.7

P. 6

P.6-A

P.4

LE24: I-1 to C-S-C

Zoning Area of 200’ Scale Approved SMA/ Change Change Index Map ZAP/SE Number I-1 to C-S-C 5.83 201SE07 SMA Tax Map 67, Grid A4, Park Central-Resub Central Ave. drive in subdivision, Parcel B

P.1

I-1

300 Feet P.6

Approved Subregion 4 Master Plan and Sectional Map Amendment

475

Living Area F Change Number LF1 Property Description Use and Description Discussion

Change Number LF3 Property Description

Use and Description Discussion

476

Zoning Change R-18 to R-T

Area of Change 29.506

200’ Scale Index Map 203SE04

Approved SMA/ ZAP/SE Number SMA

Tax Map 80, Grid C2, Parcel A, Whitehall Square. Whitehall Square Apartments Rezoning to R-T because this area is too dense to be outside of a center or corridor node. This is to encourage less dense residential development in areas not adjacent to a center or corridor node. This zoning category is more compatible with the adjacent single-family neighborhoods.

Zoning Area of 200’ Scale Approved SMA/ Change Change Index Map ZAP/SE Number R-55 to R-T 18.492 R-18 to R-T 18.566 204SE04 SMA C-A to R-T 1.265 203SE04 R-55 to R-T 0.00028 Tax Map 80, Grid D2, Block N, Lots 1–3, Bradbury Park, Tax Map 80, Grid D2, Block M, Lot 4, Bradbury Park, Tax Map 80, Grid D2, Parcels A, 31, 38, 39, 174, and 188, Tax Map 80, Grid D2, Bradbury Park Condominium, Tax Map 80, Grid D2, Lots 1 and 2, Parsons, Tax Map 80, Grid D2, Lots 1–7, Whitehall Oaks, Tax Map 80, Grid D2, Lot 1, Buchanan, Tax Map 80, Grid D2, Lots 1–6, Good Meadows, Tax Map 80, Grid D2, Parcels 179, 182, and 240, Tax Map 80, Grid D2, Block A, Lots 13–17, Arnold Heights-Fishmans Addn, Tax Map 80, Grid D2, Block A. Lots 11–12, Arnold Heights, Tax Map 80, Grid D2, Lots 1–9, Arnold Heights, Tax Map 80, Grid D2, Lot 1, Schaubs, Tax Map 80, Grid D3, Parcels A, B, C, Shadyside Gardens, Tax Map 80, Grid D3, Parcel 184–186, Tax Map 80, Grid D3, Parcel 187, Arnold Heights, Tax Map 80, Grid D3, Parcel A, Arnold Gardens. Single-Family Residential; DayCare/School; Undeveloped; Arnold Garden Apartments; Bradbury Park Condos; New Life Church; Convenience Store; Beauty Salon; Shadyside Garden Apartments Rezoning to R-T because this area is too dense to be outside of a center or corridor node. This is to encourage less dense residential development in areas not adjacent to a center or corridor node. This zoning category is more compatible with the adjacent single-family neighborhoods.

Zoning Change Maps Sectional Map Amendment

Property Description Use and Description Discussion

Undeveloped; Shadyside Townhomes Rezoning to R-T because this area is too dense to be outside of a center or corridor node. This is to encourage less dense residential development in areas not adjacent to a center or corridor node. This zoning category is more compatible with the adjacent single-family neighborhoods.

LF1: R-18 to R-T

TER

R-35 R-55

V IS A

DAV

R-55

Y M LE O

ARNOLD RD SUI M-U-TC TLA ND RD

HOW

R-18

E AV

R-55

SECTIONAL MAP AMENDMENT

R-T

M-U-TC

R-35

R-55 C-A R-18

R-55

R-T

O-S

R-55

R-O-S

R-35

TER

R-T

R-30

WYNGATE RD

2 R-55

POR

R-18

O-S

LAK

R-18C

POR

R-55

GAYLORD DR

PEN

T AV

BENNET

HOUSTON ST

R-10A

V SIDE A

LF3: R-55, R-18, C-A, R-55 to R-T

IA VAN SYL

Y SHAD

LF2: R-30 to R-T

LEWIS AV

LF2

Zoning Area of 200’ Scale Approved SMA/ Change Change Index Map ZAP/SE Number R-30 to R-T 0.366 203SE04 SMA R-55 to R-T 0.444 Tax Map 80, Grid D2, Block N, North Half of Lot 6, Bradbury, Tax Map 80, Grid D2, Block P, Parcel A, Bradbury.

Change Number

R-18

LACY

R-55 M-U-TC

. 750

Feet

Approved Subregion 4 Master Plan and Sectional Map Amendment

477

Living Area F Change Number

Zoning Change

Area of Change

200’ Scale Index Map

Approved SMA/ ZAP/SE Number

LF4

R-55 to R-O-S

2.099

205SE05

SMA

Property Description Use and Description Discussion

Undeveloped Rezoning these properties to R-O-S will reinforce the county policy to protect county-owned land.

Change Number

Zoning Change

Area of Change

200’ Scale Index Map

Approved SMA/ ZAP/SE Number

LF5

C-S-C to R-T

4.808

205SE05

SMA

Property Description Use and Description Discussion

478

Tax Map 88, Grid F2, Parcels 271, 281, and 288.

Tax Map 88, Grid F2, Parcel 120, Tax Map 89, Grid A2, Parcel 121 and Parcel B. Undeveloped Rezoning to R-T is consistent with the goals, policies, and strategies of the General Plan and the Subregion 4 Master Plan. It will reduce spot commercial zoning and encourage commercial zoning in centers and corridor nodes, while creating compatible uses in existing residential communities.

Zoning Change Maps Sectional Map Amendment

LF4: R-55 to R-O-S LF5: C-S-C to R-5

1 OUTLOT 10

P.A

P.309

DIANNA

8 9 10

WALNUT LN

P.288

R-55 5

P.121

P.120

OTL A 2

R-18

P.272

P.281

NN R

P.B

SWA

P.B

P.273

C-O P.C

C-S-C

R-55 P.274

P.165

R-T

VIE W

P.243

WAL NUT LN

5 7

ING

I TL A

DEM

147

P.28

P.382

P.250

P.C

P.118

R-55

P.271

R-55

P.119

P.252 P.251 P.117

P.116

P.115

P.114

W O ODACRE D R PY

AND

SUITL

AND

Pattern cannot be shown but entire ROW for Suitland Parkway is zoned R-O-S

SECTIONAL MAP AMENDMENT

SUITL

. 350

Feet

Approved Subregion 4 Master Plan and Sectional Map Amendment

479

Living Area F Change Number

Zoning Change

Area of Change

200’ Scale Index Map

Approved SMA/ ZAP/SE Number

LF6

C-M to C-S-C

1.116

205SE05

SMA

Property Description Use and Description Discussion

480

Tax Map 89, Grid B1, Parcel 1 and Parcel 207. Undeveloped Rezoning to C-S-C is consistent with the goals, policies, and strategies of the General Plan and the Subregion 4 Master Plan. It will create a use that is compatible with the C-S-C zoning across Suitland Road and replaces the outdated C-M zone.

Zoning Change Maps Sectional Map Amendment

LF6: C-M to C-S-C P.1

4 5

R-80

48 47

JA YW

P.A

RY T

R-T

PO ND ER

AY S

P.1

C-M T KC

ITL

R-18

D 15

C-S-C R-T SECTIONAL MAP AMENDMENT

P.25 7

WA L

R-55

P.25 86 85

P.59

P.24

PA R RE GE NC Y

R-80

200

Feet

Approved Subregion 4 Master Plan and Sectional Map Amendment

481

Living Area F Change Number

Zoning Change

Area of Change

200’ Scale Index Map

Approved SMA/ ZAP/SE Number

LF7

R-80 to R-O-S

18.242

205SE06

SMA

Property Description Use and Description Discussion

Change Number LF8 Property Description Use and Description Discussion

482

Tax Map 89, Grid D1, Block C, Forest Mill, Plat 1 and 3, Tax Map 89, Grid D2, Block C, Parcel B, Forest Mill, Tax Map 89, Grid D2, Block B, Parcel A, Forest Mill. Undeveloped Rezoning these properties to R-O-S will reinforce the county policy to protect county-owned land.

Zoning Area of 200’ Scale Approved SMA/ Change Change Index Map ZAP/SE Number C-M to R-T 3.445 205SE06 SMA C-O to R-T 1.354 Tax Map 89, Grid E1, Parcel 240, Tax Map 89, Grid E1, Part of Parcel A, Donnell House. Undeveloped; Bank; Public Storage Rezone the undeveloped portions of the property to R-T. This is consistent with the goals, policies, and strategies of the General Plan and the Subregion 4 Master Plan. It will reduce spot commercial zoning and encourage commercial development in the Donnell Drive opportunity area located across Pennsylvania Avenue.

Zoning Change Maps Sectional Map Amendment

LF7: R-80 to R-O-S LF8: C-M, C-O to R-T 15

16 8

23 9

P.A

P.2 87

D 80

R-18C

75 47

P.5

D ON NEL L

39 81

P.B

P.A

P.6

PEN NSY LVA NIA

P.A

C-O P.240

P.8

C-M

R-18

P.A 13

R-80

P.93

1 36

P.B

20 18

13 3

31 30

8 23

P.13

P.F

R-80

9 25

30 10

R-55 33

LRO

P.A

R-80

P.94 P.91

P.16

OU TL O T B 9

EARL DR

5 5

OU TL O T A

P.18

P.17

SE AV

11 7

LEONA ST

10 5

42 9

R-80

P.B

R-80

P.38

28 30

P.E

P.B

P.A

BELTZ DR

4 45

5 2 5 8

P.D

26 25

R-80 P.B

SUIT

P.A

N EA

P.A

LAN

D PY

SECTIONAL MAP AMENDMENT

R-80

1 1

RBR OOK AV

. 510

Feet

Approved Subregion 4 Master Plan and Sectional Map Amendment

483

Living Area F Change Number

Zoning Change

Area of Change

200’ Scale Index Map

Approved SMA/ ZAP/SE Number

LF9

R-R to I-1

4.839

206SE07

SMA

Property Description Use and Description Discussion

LF9: R-R to I-1

Tax Map 89, Grid F2, Lots 8–10, Staubus Park, Tax Map 89, Grid F3, Lots 11–20, Staubus Park. Undeveloped; Residential; Industrial To promote new light industrial development that is compatible with the Penn Belt Industrial Center.

P.39 P.42

P.41

P.D

P.43 P.A

P.B

PEN N B

P.44

ELT D

P.107

1 P.134

R-80

P.D

P.A

P.133

P.255

P.133

P.E

IT SU

19 17

P.255

P.E

I-1

P.A

R-R 15

P.J

P.B

I-1

P.49

P.I 10

P.A

P.H

SUI

TLA

FORESTVILLE RD

I-1

P.62

P. 37

P.32

P.A

. 300

Feet

484

Zoning Change Maps Sectional Map Amendment

Change Number

Zoning Change

Area of Change

200’ Scale Index Map

Approved SMA/ ZAP/SE Number

LF10

R-80 to I-2

1.8

205SE07

SMA

Property Description Use and Description Discussion

Tax Map 89, Grid F2, Parcel 41–43. Undeveloped; Residential; Industrial To ensure compatibility with the northern parcel to create an opportunity for development.

LF10: R-80 to I-2

P.1

I-2 P.106

P.46 P.42

P.41

I-1

P.43

R-80

P.A

R-80

LE RD

P.B

P.44

PENN BELT DR

P.107

P.134

SECTIONAL MAP AMENDMENT

FORESTVIL

R-80

200 18

Feet

Approved Subregion 4 Master Plan and Sectional Map Amendment

485

Change Number

Zoning Change

Area of Change

200’ Scale Index Map

Approved SMA/ ZAP/SE Number

LF11

R-80 to R-T

31.937

205SE07

SMA

Tax Map 89, Grid F2, Parcels 4, 39, 44, and 107. Undeveloped Rezone the undeveloped portions of the property to R-T. This is consistent with the goals, policies, and strategies of the General Plan and the Subregion 4 Master Plan. It will provide a buffer between the single-family homes and the heavy industrial uses on Forestville Road across from the Penn Belt Industrial Center.

D ON

LL NE

PEN

LF11: R-80 to R-T

NSY

PI NE VA LE

Property Description Use and Description Discussion

LVA NIA

R ART STEW

LEONA ST

C-M

R-80

R-80 EARL DR

I-2

BELTZ D

R-80

I-1

R-80

ELT DR PE NN B

PENN BELT

R-O-S R-80

LAN

D PY

. CA

750

SUIT

I-1

R-80

FORESTVILL

RO Patte r W for n can Su itla not be nd Pa show rkw n ay but is z ent one ire SU dR ITL -OS

Feet

486

Zoning Change Maps Sectional Map Amendment

Subregion 4 Development District Standards Introduction

The DDOZ is superimposed over the M-U-I and certain I-1 Zones to ensure that the development of land within the M-U-I and I-1 Zones meet the goals and objectives of the Subregion 4 Master Plan. The development district standards are specifically intended to address new development and redevelopment proposals in the district. The standards establish a consistent framework to ensure quality development. The regulations and requirements of the Prince George’s County Zoning Ordinance apply to the DDOZ unless the Subregion 4 development standards specify otherwise. The development district standards follow and implement the recommendations of the Subregion 4 Master Plan and SMA. Property owners and stakeholders consulting the standards must also review the goals and objectives of the master plan, the Zoning Ordinance, and the Landscape Manual to have a full understanding for the property within the district.

Master Plan Summary

The master plan offers a vision for the future development of the Subregion 4 area and specifically the opportunity sites identified in Chapter 12: Urban Design. Specific recommendations are made to address land use, urban design, transportation, public facilities, parks and recreation, and the relationship between the built and natural environments. The objective is to develop a plan for future revitalization, development, and implementation in the area.

Applicability and Administration

Development in the Subregion 4 DDOZ is subject to development district standards as detailed below and in Chapter 15—Urban Design Standards and Guidelines. All new development and redevelopment of existing structures within the DDOZ shall comply with the general intent and goals of the development district standards and the Subregion 4 Master Plan. Development must show compliance with the development district standards during the detailed site plan (DSP) process. The DSP process requires a Planning Board public hearing and offers more flexibility in meeting the standards to bring developments into conformance with applicable goals, objectives, and recommendations within the plan. Under the Zoning Ordinance and for the purposes of this DDOZ, development is any activity that materially affects the condition or use of land or a structure. Redevelopment, rehabilitation, and renovation of existing structures are all forms of development. A change from a lower intensity impact use, as indicated in the Landscape Manual is also a form of development. Wherever there appears to be a conflict between the Subregion 4 DDOZ and the Prince George’s County Zoning Ordinance (as applied to a particular development), the DDOZ shall prevail. For development standards not covered by the Subregion 4 DDOZ, the other applicable sections of the Zoning Ordinance and Landscape Manual shall serve as the requirement. All development shall comply with all relevant federal, state, county, and local regulations and ordinances. Approved Subregion 4 Master Plan and Sectional Map Amendment

SECTIONAL MAP AMENDMENT

The vision for Subregion 4 is a balanced community of established neighborhoods, anchored by locally serving retail areas and larger mixed-use centers, featuring transportation hubs to service the adjacent communities, as well as the region. The vision also calls for maintaining certain industrial properties as employment centers through improvements that will minimize their visual and environmental impact and protect established neighborhoods. Industrial-zoned areas, specifically I-1 areas, are important to the county and

subregion as an employment and tax base. The master plan identifies a number of goals to be implemented through the development district standards to achieve these visions. The development district standards emphasize the creation of a pedestrian-oriented streetscape and establishing a shallow setback to allow development closer to the public street. Parking in garages and shared parking areas should be located behind buildings and accessed from side streets by alleys and driveways. The planting of street trees, reduction of curb cuts, and upgraded sidewalks and street crossings will enhance pedestrian comfort and safety.

487

Exemptions The following are exemptions from the DDOZ standards: 1. Legally existing development. Until a site plan is submitted, all buildings, structures, and uses which were lawful or could be certified as legal and nonconforming on the date of SMA approval are exempt from the development district standards. However, if a permit application is submitted and it is determined that the legally existing building, structure or use has been discontinued for more than 180 days in accordance with Section 27-241(c), it shall comply with all applicable Development District Standards and site plan review. Until a site plan is submitted, active shopping centers with freestanding commercial uses on perimeter pod sites are also exempt from the DDOZ standards and from site plan review and are not nonconforming. However, the issuance of a Building Permit or a Use and Occupancy Permit for a change in ownership for any property with frontage along a public street shall require restoration or installation of landscape strips, buffering, and screening in accordance with Sections 4.2 and 4.4 of the Landscape Manual, as modified by the streetscape standards of this DDOZ, or as determined under an Alternative Compliance procedure per Section 1.3 of the Landscape Manual. The plan recommends that shopping center owners consider developing plans for the phased redevelopment of their properties to new mixed-use urban places. 2. Legally existing parking and loading. Until a site plan is submitted, all legally existing parking and loading spaces in the development district that were lawful and not nonconforming on the date of the SMA approval are exempt from the development district standards and site plan review, need not be reduced, and are not nonconforming. 3. Single-family residential dwellings. Additions to single-family residential dwellings are exempt from the development district

488

Zoning Change Maps Sectional Map Amendment

standards and site plan review, if the residential use continues. 4. Multifamily development. An addition to a multifamily residential structure that was lawful and not nonconforming on the date of the SMA approval is exempt from the development district standards and site plan review if the addition (and accumulated sum of all additions since approval of the SMA) does not increase the gross floor area (GFA) by more than 15 percent or 5,000 square feet, whichever is less. 5. Nonresidential development. An addition to a nonresidential structure that was lawful and not nonconforming on the date of the SMA is exempt from the development district standards and site plan review, if the addition (and the accumulated sum of all additions since the approval of the SMA) does not increase the GFA by more than 15 percent or 1,500 square feet, whichever is less. 6. Parking facilities. Resurfacing, restriping, or adding landscaping to parking facilities not required by the standards are exempt from the development district standards and site plan review, if the facilities were lawful and nonconforming on the date of SMA approval and remain in conformance with all previous applicable regulations. 7. Nonconforming buildings, structures, and uses. Restoration or reconstruction of a nonconforming building or structure, or a certified non-conforming use, is exempt from the development district standards and from site plan review if it meets the requirements of Section 27-243(a)(1) of the Zoning Ordinance. Except for improvements listed in “8. General”, below, a property may not expand a certified nonconforming use or a use or a structure that was lawful on the date of the SMA approval but does not conform to the development district standards, unless a detailed site plan is approved with findings that the expansion is compatible with adjacent uses and meets the goals of the master plan.

8. General. The following are exempt from the development district standards and site plan review if the existing or proposed use is permitted: a. Permits for alternation or rehabilitation, with no increase of the existing gross floor area b. Canopies c. Fences of six feet in height or less for rear and side yards and made of wood or masonry (not concrete block) are exempt d. Decks e. Ordinary maintenance f.

Changes in occupancy

g. Changes in ownership 9. Signs. Signs in a development requiring a detailed site plan will be reviewed in the site plan process. Signs for development not otherwise requiring a detailed site plan will be reviewed in the permit review process for compliance with the development district standards. The Zoning Ordinance continue to apply to the DDOZ unless development district standards replace the requirement of the Zoning Ordinance. If an aspect of the proposed physical development of a project is not addressed by the development district standards, the character area goals and the intent statement of these standards most closely relating to that shall apply.

Public Improvements

Site Plan Submittal Requirements Applicants are encouraged to meet with Planning Department staff while developing the project concept (well in advance of final plans) to review submittal requirements for a DSP per Part 3, Division 9 of the Zoning Ordinance and applicable development district standards, to obtain a preliminary evaluation of foreseeable conformance issues, and to identify review documentation required. All submittals will be reviewed for conformance with the development district standards. The recommendations of the Urban Design Section will be considered in reviewing plans submitted for DSP. Applicants shall submit, as relevant, the following: 1. An aerial photograph of the site and a general location map. 2. A narrative and graphic description of the proposed development including a site plan that clearly identifies: a. Location of all improvements. b. Build-to lines. c. Overall site dimensions. d. Location of utilities. e. Existing trees (caliper and type). f.

Landscaping.

g. Paved surfaces and type of paving material. h. Zoning, existing improvements, streets, alleys, sidewalks, and curb lines within 100 feet of the site. i.

Existing and proposed rights-of-way and existing street centerline.

SECTIONAL MAP AMENDMENT

Within the Subregion 4 DDOZ, the developer/ property owner (including the developer and the applicant’s heirs, successors, and/or assignees) is required to construct and maintain all the streetscape improvements of the proposed development. These improvements may include, but are not limited to, the installation of sidewalks, curbs, gutters, street trees, street furnishings, and the undergrounding of utilities where feasible or in accordance with any comprehensive undergrounding program that may be established to implement the recommendations of the master

plan. The extent of the improvements shall be commensurate with the scope of the project.

3. Detailed architectural plans for all elevations (in full color), a detailed landscape and circulation plan, and a detailed lighting plan. 4. If adjacent to a single-family residential neighborhood, submit photographs and locations of properties within 100 feet that show massing, scale, materials, and roof pitches of single-family homes. Approved Subregion 4 Master Plan and Sectional Map Amendment

489

5. Sign permit applications shall submit both sign details and a graphic representation of the location of the proposed sign on the building. 6. A parking schedule and plan. 7. Supporting documentation where requested in the development district standards (e.g., streetscape or parking provisions).

Modification of the Development District Standards

Modification of the development district standards is permitted through the process described in Section 27-548.25(c) of the Zoning Ordinance. “If the applicant so requests, the Planning Board may apply development standards which differ from the approved development district standards, unless the sectional map amendment provides otherwise. The Planning Board shall find that the alternative development district standards will benefit the development and the development district and will not substantially impair implementation of the Master Plan, Master Plan amendment, or Sector Plan.” There are two types of amendments that are required to be heard by the District Council: changes to the boundary of the DDOZ and changes to the underlying zones and the list of permitted uses. These amendments may be in the form of a detailed site plan. Equivalent or better practices and products than those specified are always encouraged and may be submitted for approval. As set forth in Section 27-108.01a.(15) of the Zoning Ordinance, “The words ‘including’ and ‘such as’ do not limit a term to the specified examples, but are intended to extend its meaning to all other instances or circumstances of like kind or character.” As set forth in Section 27-108.01a.(19) of the Zoning Ordinance, “The words ‘shall,’ ‘must,’ ‘may only’ or ‘may not’ are always mandatory and not discretionary. The word ‘may’ is permissive.” Unless stated otherwise, these development district standards replace the standards and regulations required by the Zoning Ordinance of Prince George’s County. Except as modified by the building envelope standards, development is subject to the minimum net lot area requirements of the Zoning Ordinance for the underlying zone. Except

490

Zoning Change Maps Sectional Map Amendment

as modified by the development district standards, the provisions of the Landscape Manual in Section 1.3 (Alternative Compliance) district standards replace the standards and regulations required by the Zoning Ordinance of Prince George’s County. Except as modified by the building envelope standards, development is subject to the minimum net lot area requirements of the Zoning Ordinance for the underlying zone. Except as modified by the development district standards, the provisions of the Landscape Manual in Section 1.3 (Alternative Compliance) and Sections 4.2 (Commercial and Industrial Landscaped Strip Requirements), 4.3 (Parking Lot Requirements), and 4.7 (Buffering Incompatible Uses) do not apply within the development district. All other standards and regulations of the Landscape Manual apply as necessary. Development proposals evaluated under those regulations should be measured against the general intent and desired character for the Marlboro Pike Development District as established in the sector plan.

Use

The Subregion 4 DDOZ includes properties classified in the M-U-I. The range of uses allowed on these properties shall be the same as those allowed by the C-S-C Zone or the R-18 Zone for the M-U-I zone pursuant to Section 27-546.17 of the Zoning Ordinance, except as modified by these development district standards. The Subregion 4 DDOZ also includes properties that are classified in the I-1 Zone. Certain uses have been modified by the development district standards in accordance with Sections 27-548.22(b) and 27-548.25(d) of the Zoning Ordinance to limit uses that are incompatible with, or detrimental to, the goals of the development district and purposes of the DDOZ and to eliminate the need for special exceptions, which shall not apply to uses within a development district. Uses that would normally require a special exception in the underlying zone shall be permitted uses if the development district standards so provide, subject to site plan review by the Planning

Board. Development district standards may restrict or prohibit such uses. New special exception (SE) uses created via revisions to the Zoning Ordinance and which are not otherwise addressed by this modified table of uses shall be considered DSP uses for the purposes of determining uses permitted within the Subregion 4 DDOZ. The Planning Board shall find in its approval of the site plan that the use complies with all applicable development district standards, meets the special exception standards in Section 27-317(a)(1), (4), (5), and (6), and conforms to the recommendations of the master plan. Development district standards may not allow uses prohibited in the underlying zones. Table 14-2 identifies all permitted and prohibited uses in the Subregion 4 Development District. 1. The letter “P” indicates that the use is permitted in the zone indicated.

d. The floor area of any building (and the land area occupied by any structure other than a building) devoted to the use shall not exceed an area equal to forty-five percent (45%) of the gross floor area of the building within which the primary use is located. 5. The letter “X” indicates that the use is prohibited. 6. The letters “SP” indicate that the use is permitted subject to approval of a Special Permit, in accordance with Section 27-239.02 of the Zoning Ordinance. It consolidates all of the use categories listed under the M-U-I and I-1 Zones and specifies the use regulations for each character area required to achieve the goals of this master plan.

2. The letters “SE” indicate that the use is permitted, subject to the approval of a Special Exception. 3. The letters “PA” indicate that the use is permitted, subject to the following: a. There shall be no entrances to the use directly from outside the building; b. No signs or other evidence indicating the existence of the use shall be visible from outside the building, other than a business identification sign lettered on a window. The sign shall not exceed six square feet in area; and c. The use shall be secondary to the primary use of the building. 4. The letters “PB” indicate that the use is permitted, subject to the following: SECTIONAL MAP AMENDMENT

a. The use shall be related to, dependent on, and secondary to a primary use on the premises; b. The use shall be located on the same record lot as the primary use; c. The use shall not be located within a building not occupied by the primary use; and

Approved Subregion 4 Master Plan and Sectional Map Amendment

491

492

Zoning Change Maps Sectional Map Amendment

Table 14-2: Uses for M-U-I Zone USE

P P PA P P

P P P P P

SE P

X X

SE SE P

X X X

P SE X

X X X

Approved Subregion 4 Master Plan and Sectional Map Amendment

SECTIONAL MAP AMENDMENT

(1) C ommercial : (A) Eating or Drinking Establishments: Drive-in restaurant Fast-food restaurant: (i) Within a wholly enclosed shopping mall, or department, variety, or drug store (ii) Within an office building (iii) Within a hotel (iv) Accessory to, and as an integral part of, an allowed recreational facility (v) Within, and sharing the same points of vehicular access as, an integrated shopping center having six individual businesses (including the fast-food restaurant) and a minimum 50,000-square-foot gross floor area (CB-29-1986) (vi) Provided that the fast-food restaurant is part of an integrated shopping center, is not attached to a gas station, is limited to a maximum 2,000 square foot gross floor area, no more than 20 seats, and no drive-in or delivery service (CB-126-1989) (vii) All others Eating or drinking establishment, with full drive-through service (CB-49-2005) Eating or drinking establishment, excluding full drive-through service (CB-49-2005) Eating or drinking establishment, attached to or within a group of buildings, sharing a common wall extending from the lowest floor to the ceiling or sharing a building with one or more other uses, excluding full drive-through service (CB-49-2005) Eating or drinking establishment of any type, including music and patron dancing past the hours of 12:00 a.m., excluding adult-oriented uses (CB-49-2005) Eating or drinking establishment of any type providing live adult-oriented performances (CB-49-2005) (B) Vehicle, Mobile Home, Camping Trailer, and Boat Sales and Service: Bus maintenance accessory to: (i) A private school or educational institution (ii) A church or other place of worship Boat fuel sales at the waterfront Boat sales, service, and repair, including outdoor storage of boats and boat trailers: (i) Accessory to a marina (ii) All others Boat storage yard Car wash: (i) On a parcel of at least 10 acres with any structures located at least 200 feet from any land in any residential zone or land proposed to be used for residential purposes on an approved basic plan for a comprehensive design zone, approved official plan for an R-P-C Zone, or any approved conceptual or detailed site plan

ZONE M-U-I in M-U-I DDOZ

493

USE (ii) Self-service, coin operated, automatic car wash as an accessory use to the permitted use of a commercial parking lot, with shuttle service to Metro and located within two miles of a Metro station (CB-76-1998) (iii) All others

(CB-76-1998; CB-114-2004) Gas station (in the C-M Zone, subject to detailed site plan review in accordance with Section 27‑358(a)(1),(2),(4),(5),(6), (7),(8),(9), and (10))

(CB-1-1989; CB-72-1999) Incidental automobile service in a parking garage3 Vehicle lubrication or tune-up facility, provided all sales and installation operations are conducted in a wholly enclosed building with no outdoor storage

SE SE

X X

SE X

X X

P X

P P

(CB-43-1987) Vehicle, mobile home, or camping trailer repair and service station (CB-50-1993) Vehicle, mobile home, or camping trailer sales lot, which may include dealer servicing and outdoor storage of vehicles awaiting sale; but shall exclude the storage or sale of wrecked or inoperable vehicles, except as accessory to the dealership for vehicles which the dealership will repair37 (CB-95-1987; CB-87-2000; CB-29-2002) Vehicle or camping trailer rental (in the C-M Zone, subject to Section 27‑417(a),(b)(2), and (c) Vehicle or camping trailer storage yard (CB-80-1996) Vehicle parts or tire store including installation facilities, provided all sales and installation operations are conducted in a wholly enclosed building with no outdoor storage: (i) On a parcel of at least 10 acres, with any structures located at least 200 feet from any land in any residential zone (or land proposed to be used for residential purposes on an approved basic plan for a comprehensive design zone, approved official plan for an R-P-C Zone, or any approved conceptual or detailed site plan) (ii) Accessory to a department store (CB-58-1990) (iii) All others (CB-21-1992) Vehicle parts or tire store without installation facilities Vehicle towing station, provided it is enclosed by a sight-tight wall or fence at least 6 feet high, or an evergreen screen (CB-30-1992) (C) Offices: Bank, savings and loan association, or other savings or lending institution: (i) Automatic teller machine, only (ii) All others Contractor’s office: Contractor’s office (general) as a permanent use, including the businesses of siding, flooring, roofing, plumbing, air conditioning, heating, painting, carpentry, electrical work, landscaping and the like, with buildings, and uses accessory to the business (as well as the office) use: (A) With no outdoor storage of materials or equipment

494

ZONE M-U-I in M-U-I DDOZ P X

Zoning Change Maps Sectional Map Amendment

USE

P SE P

P X P

P P

Approved Subregion 4 Master Plan and Sectional Map Amendment

SECTIONAL MAP AMENDMENT

(B) With outdoor storage of materials, located only in a side or rear yard; enclosed by a slightly, opaque wall or fence at least six feet high; with no storing of material higher than the fence; but excluding the use or outdoor storage of earthmoving or other heavy equipment, or outdoor storage of machinery (C) Including the fabrication (only within a wholly enclosed building) of plumbing, air conditioning, heating, carpentry and lighting (and the like) parts for installation off the site (CB-110-1994; CB-46-1995) Contractor’s office (must include sanitary facilities), Construction yard or shed, or storage building (in connection with a construction project) as a temporary use: (A) In accordance with Sections 27-260 and 27-261 (B) All others Office accessory to an allowed use Office (except as otherwise provided): (i) Within an integrated shopping center, and not exceeding 10% of the gross floor area of the center (ii) All others Office of a certified massage therapist (CB-44-2000) Office of a medical practitioner or medical clinic (which may include an accessory private spa) Real estate subdivision sales office as a temporary use, in accordance with Sections 27-260 and 27-261 Where not otherwise specifically permitted, any use allowed in the C-R-C Zone (excluding those permitted by special exception) may be located within an office building, provided that the uses shall not be located above the ground floor; not more than 15% of the gross floor area of the building shall be devoted to the use; and not more than 3,000 square feet of gross floor area shall be allotted to any one shop (CB-58-1990) Where not otherwise specifically permitted, any use allowed in the C-S-C Zone (excluding those permitted by special exception), may be located within an office building, provided that the uses shall not be located above the ground floor; not more than 15% of the gross floor area of the building shall be devoted to the uses; and not more than 3,000 square feet of gross floor area shall be allotted to any one shop Where not otherwise specifically permitted, any use allowed in the C-S-C Zone (excluding those permitted by special exception) may be located within an existing building no more than three stories in height, including a maximum of 65,000 square feet of gross leasable area, provided such building and its associated parking are located on one or more contiguous parcels of property abutting two streets shown on the master plan as arterial or higher classification, and located at an intersection where the three other corners of said intersection are zoned C-S-C, and where the parcel or parcels of property upon which the building and its associated parking are located abut land zoned C-S-C at a minimum of two locations (CB-69-1999)

ZONE M-U-I in M-U-I DDOZ X X

495

USE Where not otherwise specifically permitted, any use allowed by special exception in the C-S-C Zone may be located within an existing building no more than three stories in height, including a maximum of 65,000 square feet of gross leasable area, provided such building and its associated parking are located on one or more contiguous parcels of property abutting two streets shown on the master plan as arterial or higher classification, and located at an intersection where the three other corners of said intersection are zoned C-S-C, and where the parcel or parcels of property upon which the building and its associated parking are located abut land zoned C-S-C at a minimum of two locations (CB-69-1999) (D) Services: Ambulance service, private Animal hospital, animal training, kennel Artist’s studio Barber or beauty shop (CB-148-1987) Bicycle repair shop: (i) Non-motorized only (ii) All others Blacksmith shop Blueprinting, photostating, or other photocopying establishment Carpet or rug shampooing establishment Catering establishment: (i) Accessory to an allowed use (ii) As a primary use but including banquet facilities and a restaurant (iii) For food preparation and administrative office only (no banquet facilities) (iv) All others (CB-94-1996, CB-34-1999) Data processing Dry cleaning or laundry pickup station (CB-127-1986) Dry cleaning store or plant: (i) Retail, gross floor area under 3,000 square feet (ii) Retail, unrestricted (iii) Wholesale (may include retail service) (CB-55-2002) Electric or gas appliance, radio, or television repair shop Employment agency Farm implement repair Fortune telling Funeral parlor, undertaking establishment (CB-2-1989) Household appliance or furniture repair shop Key or locksmith shop (CB-128-1986) Laboratory: (i) Accessory to an allowed use (ii) Dental laboratory

496

Zoning Change Maps Sectional Map Amendment

ZONE M-U-I in M-U-I DDOZ X X

X SE P P

X P P P

P SE X P X

P P X P X

PA P P SE

P P P X

P P

P X X

P P X P SE

P P X X P

P P

USE

X P

P X X

P SE

P X

X SE SE

X X X

X SE P

X X P

X P

P X

P SE P X X P P P

P X P X X P P X

P PA

P P

Approved Subregion 4 Master Plan and Sectional Map Amendment

SECTIONAL MAP AMENDMENT

(iii) All other laboratories (CB-4-1986) Laundromat: (i) Accessory to an allowed use (ii) All others Laundry store or plant: (i) Retail, gross floor area under 3,000 square feet (ii) Retail, unrestricted (iii) Wholesale (may include retail service) (CB-55-2002) Lawn mower repair shop: (i) Non-motorized, only (ii) All others, provided all repairs are performed within a wholly enclosed building Limousine service: (i) Storage of up to 10 limousines (not to include buses and vans), may include routine vehicle repair or servicing within a wholly enclosed building, with no outdoor storage (ii) All others (CB-120-1994) Machine shop accessory to an allowed use Massage establishment Methadone Treatment Center (CB-103-1993) Model studio Newspaper publishing establishment Pet grooming shop, provided all animals are confined to the interior of the building and adequate measures are taken to control noise and odor Photographic processing plant Photography studio or darkroom Pizza delivery service, limited to off-premises delivery with no eat-in or drive-in service: (i) With carry-out service in a building with less than 2,500 square feet of gross floor area (ii) Unrestricted in size with no carryout service (CB-83-1986; CB-102-2001) Printing shop: (i) Not exceeding 2,000 square feet of gross floor area (ii) All others Sauna or steam bath Septic tank service Sewage dump station for camping trailers or boats Shoe repair shop Tailor or dressmaking shop (may include incidental dyeing and pressing allowed as a “PB” use) Taxidermy (CB-30-1986) Travel bureau Upholstery shop (CB-65-1989) Veterinarian’s office: (i) Outpatient

ZONE M-U-I in M-U-I DDOZ P P

497

USE (ii) Inpatient (CB-96-1988) Watch or jewelry repair shop Welding shop: (i) Accessory to an allowed use (ii) All others (E) Trade (Generally Retail): Adult book store (CB-65-1989; CB-53-1996) Arts, crafts, and hobby supply store Bait shop Bakery products, wholesale (may include retail sales) Bicycle (sales) shop: (i) Nonmotorized, only (ii) All others Book (except adult bookstore) or camera store (CB-71-1993) Bottled gas sales: (i) Accessory to an allowed use (ii) All others Building supply store: (i) Wholly enclosed, except for nursery stock (ii) With outdoor storage on not more than 50% of the lot, provided it is enclosed by a slightly opaque wall or fence at least 8 feet high (CB-76-1992) Bulk retailing: (i) Products allowed to be sold in a C-S-C Zone (CB-65-1989; CB-25-1999) (ii) Products allowed to be sold in a C-M Zone Buying of items within guest rooms and vehicles, pursuant to Section 27‑115(a)(2) Carpet or floor covering store Clothing, dry goods, millinery, or shoe store (CB-58-1985; CB-71-1993) Confectioner (not exceeding 40,000 square feet of gross floor area): (i) Retail (CB-65-1989) (ii) Wholesale (may include accessory retail sales) Department or variety store, excluding pawnshops (i) Not exceeding 125,000 square feet of gross floor area (ii) Exceeding 125,000 square feet of gross floor area within the developed tier or a designated revitalization tax credit area (as long as the department or variety store does not contain any food or beverage component) (CB-19-2005) (iii) All others, in accordance with Section 27-348.02 (CB-71-1993; CB-28-1997, CB-4-1999; CB-2-2002)

498

Zoning Change Maps Sectional Map Amendment

ZONE M-U-I in M-U-I DDOZ PB P P

X X

P P X

P X X

P SE P

P P P

P P

P X

X X P P

P P

P X

USE

P P

P X X P P

P X X X P

P PB

P P

P SE X

P P X

P P SE

P P X

P X

X P X

X X X

P P

P X

Approved Subregion 4 Master Plan and Sectional Map Amendment

SECTIONAL MAP AMENDMENT

Drug paraphernalia display or sales, pursuant to Section 27‑115(a)(1) Drug store: (i) Not exceeding 3,000 square feet of gross floor area (ii) Within an office building or complex, and not exceeding 25% of the gross floor area, or 2,000 square feet, whichever is less (CB-65-1989) (iii) All others Farm implement sales Feed sales Firewood sales as a temporary use in accordance with Sections 27-260 and 27-261 Farmer’s market or flea market as a temporary use, in accordance with Sections 27-260 and 27-261 (CB-63-1998) Florist shop Food or beverage goods preparation on the premises of a food or beverage store, provided the goods are only sold on the premises and at retail Food or beverage goods preparation for wholesale sales: (i) Not exceeding 1,500 square feet of gross floor area (ii) Containing 1,501 to 3,000 square feet of gross floor area (iii) All others (CB-37-1992) Food or beverage store: (i) Not exceeding 3,000 square feet of gross floor area (ii) Not exceeding 125,000 square feet of gross floor area (iii) In combination with a department or variety store on the same or adjacent site, in accordance with Section 27-348.02 (iv) All others (CB-112-1986; CB-65-1989; CB-2-2002) Garden supplies store, floricultural or horticultural nursery, which may include the outdoor display of nursery stock, such as plants, shrubbery, and trees (CB-65-1989) Gift, jewelry, music, souvenir, or other specialty store not specifically listed (CB-71-1993) Hardware store (CB-65-1989) Household appliance or furniture store: (i) Not exceeding 50,000 square feet of gross floor area (ii) Exceeding 50,000 square feet of gross floor area (CB-32-1986; CB-77-1998) Ice vending machine (not exceeding 8 ton capacity) Lawn mower (sales) store Monument and headstone sales establishment (CB-22-2004) Newspaper, magazine, or tobacco shop Nursery and garden center, which may include the outdoor display of nursery stock, such as plants, shrubbery, and trees

ZONE M-U-I in M-U-I DDOZ X X

499

USE Outdoor display of merchandise for sale (except as otherwise specified) and excluding merchandise displayed on gasoline pump islands associated with gas stations which is allowed): (i) Not more than six feet from main building (subject to Section 27‑388) (ii) More than six feet from main buildings(subject to Section 27‑388) Paint or wall covering store Pawnshop: (i) In accordance with Section 27-250.01 (ii) In accordance with Section 27-394.01 (CB-28-1997) Pet (sales) shop, provided all animals are confined to the interior of the building and adequate measures are taken to control noise and odor; may include the sale of pet feed and supplies (CB-2-1991) Retail shop or store (not listed) similar to one permitted (P) in the: (i) C-S-C Zone (ii) C-M Zone (iii) C-R-C Zone (CB-65-1989; CB-58-1990) Sales from guest rooms and vehicles, in accordance with Section 27‑115(a)(2) Seafood market: (i) Containing less than 3,000 square feet of gross retail space (ii) Containing less than 7,000 square feet of gross retail space (iii) Unrestricted in size (CB-49-1987) Seasonal decorations display and sales as a temporary use, in accordance with Sections 27-260 and 27-261 Septic tank sales (CB-65-1989) Sporting goods shop, which may include marine equipment and supplies Stationery or office supply store which may include the sale of furniture or business machines Swimming pool or spa sales and service: (i) Excluding outdoor display (ii) Including outdoor display, provided it is enclosed by a 6-foot high fence (subject to Section 27-388) Toy store (CB-71-1993) Video game or tape store Wayside stand: (i) As a temporary use, subject to Sections 27-260 and 27-261 (ii) All others (CB-122-1986) (2) Institutional/Educational: Adult day care center Assisted living facility, subject to the requirements of Section 27‑464.04 (CB-72-1996) Church or similar place of worship, convent, or monastery (CB-23-1988)

500

Zoning Change Maps Sectional Map Amendment

ZONE M-U-I in M-U-I DDOZ P SE P

P X P

X SE

X X

P X X

P P P

P P X

P P

P X

P P

P X

SE X

P X

USE

P SE

P X

SE X

P X

P P P SE

P P P P

P P P SE

P P P P

P SE SE

P P P

X P X

X X X

Approved Subregion 4 Master Plan and Sectional Map Amendment

SECTIONAL MAP AMENDMENT

Day care center for children: (A) In accordance with Section 27-464.02 (B) All others (CB-23-1988) Eleemosynary or philanthropic institution: (A) A building containing no more than 7,000 square feet of gross floor area on a lot or parcel with not more than 1.5 acres for use by an organization providing benevolent services; any change in occupant or use shall require detailed site plan approval by the District Council (B) All others (CB-8-1998) Hospital (may include a private spa) Modular classroom as a temporary use, in accordance with Sections 27-260 and 27-261 (CB-106-1989) Nursing or care home (may include a private spa) School, Private: (A) Driving school, automobile only (B) For artistic instruction (including a studio) (C) Of business or trade, where the business or trade is permitted (P) in the respective zone (D) Of business or trade, where the business or trade is permitted by special exception (SE) in the respective zone (E) Tutoring establishment (F) Private college or university (G) Private schools, subject to Section 27-463 (H) All others (CB-40-1988; CB-50-1988; CB-113-1994; CB-93-1996; CB-94-2000) (3) Miscellaneous: Accessory structures and uses (when not otherwise provided for) Adaptive reuse of a surplus public school, when not otherwise allowed Adaptive use of a historic site, when not otherwise allowed (CB-58-1987) Animals, not customarily household pets (CB-117-1986; CB-55-1988) Buildings and uses, serving public health purposes, on land owned by Prince George’s County, Maryland, upon which hospitals or health centers are located, except if otherwise allowed as a permitted (P) use (CB-55-1988) Cemetery, crematory: (A) Cemetery, in accordance with Section 27-445.06 (B) Cemetery, accessory to a church, convent, or monastery (C) All others (CB-86-1989; CB-11-1991) Home occupations for residents (CB-86-1989; CB-78-2003; CB-11-2004) Home occupations for residents, low-impact (CB-11-2004) Increase in height of accessory building, used for: (A) Servant, household help living quarters

ZONE M-U-I in M-U-I DDOZ

501

USE (B) Agricultural purposes on a lot having a net area of less than five acres (C) Agricultural purposes on a lot having a net area of at least five acres (D) Office Signs, in accordance with Part 12, associated with uses allowed in the applicable residential zone (CB-85-1988) Signs, outdoor advertising (billboards) (CB-85-1988) Temporary structures and uses not otherwise allowed (4) Public/Quasi Public: Ambulance service, private Community building, except as otherwise provided Library, private Post office Public building and use, except as otherwise prohibited Sanitary landfill or rubble fill (CB-15-1990) Voluntary fire, ambulance, or rescue station (5) Recreational/Entertainment/Social/Cultural: Amusement arcade: (A) Not exceeding 2,500 square feet of gross floor area, with adult supervision on the premises during all hours of operation; provided the use is located either within a wholly enclosed shopping mall, or within the main group of stores of an integrated shopping center having a minimum gross floor area of 150,000 square feet (B) All others Amusement Center (CB-35-1994) Amusement park: (A) Within a wholly enclosed shopping mall (B) All others Archery or baseball batting range Arena or stadium (which may include a private spa) Athletic field: (A) With no seating or nonpermanent bleacher-type seating for not more than 100 spectators (B) With permanent bleacher-type seating for more than 100 spectators Auditorium Beach Billiard or pool parlor Boat ramp Bowling alley: (A) On a parcel of at least 10 acres, provided all structures are located at least 200 feet from any residential zone (or land proposed to be used for residential purposes on an approved basic plan for a comprehensive design zone, approved official plan for an R-P-C Zone, or any approved conceptual or detailed site plan) (B) All others Carnival, circus, fair or similar use, not exceeding seventeen days duration and located at least 250 feet from any dwelling, as a temporary use in accordance with Sections 27-260 and 27-261

502

Zoning Change Maps Sectional Map Amendment

ZONE M-U-I in M-U-I DDOZ X X X X SE P P P X

X P P P P SE

X P P P P X

SE P

X P

SE X SE X

X X P X

P SE P P SE P

P X P X P X

SE P

P P

USE

P SE SE SE

X X X X

P P P SP

P P P P

X X

SE SE

X X

P X

SE X SE P P

X X P P P

P P P X X SE X

P P P X X X X

X P P P X

Approved Subregion 4 Master Plan and Sectional Map Amendment

SECTIONAL MAP AMENDMENT

Club or lodge (private) except as otherwise provided Employees’ recreational facilities (private, nonprofit) accessory to an allowed use Fishing pier Go-cart track Golf course or country club: (A) Accessory to a commercial use (B) All others Golf driving range Marina (CB-72-1987) Miniature golf course Museum, aquarium, art gallery, cultural center, or similar facility Park or playground Performance arts center, in accordance with Section 27-464.05 (CB-12-2001 Race track Recreational campground (in the C-M Zone subject to paragraphs (1) thru (7) of Section 27-400(a)) Recreational or entertainment establishment of a commercial nature, if not otherwise specified: (A) Abutting residential property or land residentially zoned (B) All others (CB-72-1998) Reducing/exercise salon or health club Riding stable Rifle, pistol, or skeet shooting range: (A) Indoor (B) Outdoor Skating rink Spa (community) Spa (private), accessory to an allowed dwelling unit Spa (public): (A) Accessory to a hotel or motel (B) Accessory to a reducing/exercise salon or health club (C) Accessory to a commercial swimming pool (D) Accessory to a recreational campground (E) Accessory to a summer camp (F) Unrestricted Summer camp Swimming pool: (A) Accessory to a hotel or motel (CB-9-2004) (B) Accessory to a recreational campground (C) Community (D) Indoor (E) Private, accessory to an allowed one-family detached dwelling (F) All others Tennis, basketball, handball, or similar court:

ZONE M-U-I in M-U-I DDOZ P P P P P X X X

503

USE (A) Indoor (within a permanent wholly enclosed building) (B) Outdoor (C) With a temporary removable cover (bubble) Theatre: (A) Indoor (B) Outdoor (including drive-in) Zoo, not publicly owned (6) Residential/Lodging: Apartment hotel Apartment housing for elderly or handicapped families in a building other than a surplus public school building (with provisions for increased density and reduced lot size in multifamily zones) (CB-85-1988; CB-91-1991; CB-44-1992, CB-46-1999; CB-66-2005) Apartment housing for elderly or handicapped families in a surplus public school building Artists’ residential studios, in accordance with Section 27-445.09 (CB-12-2001) Boardinghouse Congregate living facility for more than eight elderly or physically handicapped residents (CB-90-1985) Congregate living facility for NOT more than eight elderly or physically handicapped residents (CB-90-1985) Convent or monastery (CB-23-1993) Conservation subdivision pursuant to Section 24-152 of Subtitle 24 (CB-6-2006) Conversion of one-family detached dwelling to a building containing up to three dwelling units (not considered as a two-family, three-family, or multifamily dwelling): (A) Prior to November 29, 1949, if the owner of the building resides in the building, and a valid use and occupancy permit was in effect on July 1, 1986 (B) Prior to November 29, 1949, if the owner of the building does not reside in the building, or a valid use and occupancy permit was NOT in effect on July 1, 1986 (C) Prior to November 18, 1980, but on or after November 29, 1949 (D) On or after November 18, 1980 (CB-58-1986; CB-73-1996) Country Inn Dwelling, farm tenant Dwelling, metropolitan, one-family attached (CB-33-2005) Dwelling, multifamily: (A) In general (CB-67-2003; CB-109-2004) (B) Subject to applicable bedroom percentages (C) In excess of applicable bedroom percentages (D) Restricted to one-bedroom and efficiency apartments (E) Higher than 110 feet (CB-85-1988)

504

Zoning Change Maps Sectional Map Amendment

ZONE M-U-I in M-U-I DDOZ P P P P P X P X X

P X X

X SE

X P

SE SP

P P

X X

X X X

P SE X X

P P X X

USE

P P

P X

SE SE

P P

P X

Approved Subregion 4 Master Plan and Sectional Map Amendment

SECTIONAL MAP AMENDMENT

(F) Up to six dwelling units in a building of no more than two stories, where the first story was previously used for commercial purposes (CB-91-2004) Dwelling, one-family attached, for the elderly (CB-71-1996) Dwelling, one-family detached, for the elderly (CB-90-2004) Dwelling, one-family detached, cluster development, shown on a preliminary plat of subdivision approved prior to July 1, 2006 (CB-6-2006) Dwelling, one-family detached (in general) Dwelling, one-family semidetached (CB-85-1988) Dwelling, quadruple-attached (CB-83-1997) Dwelling, three-family Dwelling, two-family detached (CB-85-1988) Dwelling, two-family (in general) Dwellings, one-family attached, cluster development, shown on a preliminary plat of subdivision approved prior to September 1, 1986 Dwellings, one-family triple-attached, cluster development, shown on a preliminary plat of subdivision approved prior to September 1, 1986 Dwellings, one-family triple-attached (in general) Flag lot development: (A) In accordance with preliminary plats approved prior to February 1, 1990, pursuant to Subtitle 24 and recorded within the prescribed time period (B) In accordance with Section 24-138.01 of Subtitle 24 (CB-72-1989) Fraternity or sorority house: (A) If legally existing prior to May 20, 1983, and not extended beyond the boundary lines of the lot as it legally existed (prior to May 20, 1983) (B) All others Group residential facility for more than eight mentally handicapped dependent persons, or for five or more other dependent persons Group residential facility for not more than eight mentally handicapped dependent persons Guest house, as an accessory use Hotel or motel: (A) Hotel or motel in general (B) Including any use allowed in the C-S-C Zone (but not generally allowed in the C-M Zone, excluding those permitted by special exception), when located within a hotel, provided the uses shall not be located above the ground floor; not more than fifteen percent of the gross floor area of the building shall be devoted to the uses; and not more than 3,000 square feet shall be allotted to any one use (CB-105-1985; CB-58-1990) Mobile home used as a dwelling for emergency purposes as a temporary use, in accordance with Sections 27-260 and 27-261 Mobile home used as a one-family detached dwelling

ZONE M-U-I in M-U-I DDOZ X X

505

USE Mobile home, with use for which amusement taxes collected Opportunity Housing dwelling units (CB-66-1991; CB-55-1996) Planned retirement community (CB-55-1996, CB-21-1999) Recreational community development, in accordance with Section 27-444 (CB-16-1989; CB-55-1996) Rental of guest rooms (by the residents): (A) To 1 or 2 persons (unrelated to all principal residents) (B) To 3 persons (unrelated to all principal residents) (C) To not more than 3 persons (unrelated to all principal residents) by a family of related individuals, 1 individual, or 2 unrelated individuals (CB-122-1986) Residential Revitalization: Comprising any form of proposed multifamily, attached one-family or detached one-family dwellings, in a residential revitalization project, as shown on a detailed site plan approved in accordance with Section 27-445.09 (CB-58-2001) Rooming houses Tourist cabin camp Tourist homes Townhouse, cluster development, shown on a preliminary plat of subdivision approved prior to September 1, 1986 (CB-54-1986) Townhouse, shown on a detailed site plan approved prior to December 30, 1996, and in compliance with Section 3 of CB‑55‑1996 (CB-84-1990; CB-55-1996) Townhouse, shown on a preliminary plat of subdivision approved pursuant to Part 4A. (CB-47-1996) Townhouse, transit village (CB-37-2006) Townhouse, if located within a designated revitalization tax credit district (CB-112-2004) Townhouse, all others (CB-55-1996) (7) Resource Production/Recovery: Agricultural use (A) Other than animal or poultry raising (B) Animal or poultry raising (other than customary household pets)

(i) on lots 20,000 square feet or more (ii) on lots under 20,000 square feet (iii) on lots under 20,000 square feet adjoining occupied residentially-zoned property (CB-71-2001)

Sand and gravel wet-processing Surface mining (8) Transportation/Parking/Communications/Utilities: Airport, airpark, airfield, airstrip, heliport, helistop

506

Zoning Change Maps Sectional Map Amendment

ZONE M-U-I in M-U-I DDOZ P P P P SE

X X X

P X SE X

P X P X

P SE X

X X X

SE SE

X X

USE

P SE P

P P P

P P

P SE

P P

X X P

P SE P

P X P

P SE X

P X X

P P

P P P23

P P P

Approved Subregion 4 Master Plan and Sectional Map Amendment

SECTIONAL MAP AMENDMENT

Antennas and related equipment buildings and enclosures, other than satellite dish antennas, in accordance with Section 27-464.03 (CB-65-2000) Broadcasting studio (without tower) Bus station or terminal Monopoles and related equipment buildings and enclosures, in accordance with Section 27-464.03 (CB-65-2000) Parking garage, commercial Parking garage or lot or loading area, used in accordance with Part 11 Parking lot, commercial: (A) With shuttle service to Metro and within two miles of a Metro station (B) All others (CB-14-2003) Parking of mobile home, except as otherwise specified Parking of a mobile home in a public right-of-way Parking of vehicles accessory to an allowed use Public utility uses or structures: (A) Underground pipelines, electric power facilities or equipment, or telephone facilities or equipment; and railroad tracks or passenger stations, but not railroad yards (B) Other public utility uses or structures (including major transmission and distribution lines and structures, but excluding towers and poles not otherwise permitted, railroad yards, roundhouses, car barns, and freight stations) (CB-25-1987; CB-61-1988; CB-8-1990; CB-123-1994; CB‑102‑1997; CB‑65‑2000) Satellite dish antenna, in accordance with Section 27-451.01: (A) Up to 10 feet in diameter, to serve only one dwelling unit (B) More than 10 feet in diameter to serve only one dwelling (C) All others (CB-19-1985) Storage of any motor vehicle which is wrecked, dismantled or not currently licensed, except where specifically allowed (CB-4-1987) Taxicab dispatching station: (A) Without cab storage, repair, or servicing (B) With cab storage (C) With cab repair or servicing within a wholly enclosed building (CB-50-1987) Taxicab stand Telegraph or messenger service Towers or poles (electronic, public utility when not otherwise permitted, radio, or television, transmitting or receiving): (A) Nonprofit, noncommercial purposes, with no height restrictions (B) Freestanding for commercial purposes, not exceeding 100 feet above ground level (C) Attached to a roof for commercial purposes, not exceeding 40 feet above the height of the building (D) All others (CB-8-1990; CB-41-1994; CB-123-1994; CB-65-2000)

ZONE M-U-I in M-U-I DDOZ P P

507

DDOZ Table of Uses Permitted – Industrial Zones No use shall be allowed in the Industrial Zones, except as provided for in the Table of Uses or in Subsection (c) of this section. The table shows the uses within the commercial zones as allowed by Section 27-641 and as allowed by the DDOZ per Section 27-548.22 of the Zoning Ordinance. In the table, the following applies: (1)

The letter “P” indicates that the use is permitted in the zone indicated.

(2)

The letters “SE” indicate that the use is permitted, subject to the approval of a Special Exception in accordance with Part 4 of this Subtitle. (A) The asterisk letter “#P” indicates that the use is permitted but subject to the general special exception standards in Section 27-317 (a)(1), (4), (5), and (6) and conforms to the recommendations of the sector plan.

(3)

The letters “PA” indicate that the use is permitted, subject to the following:

(4)

(A) There shall be no entrances to the use directly from outside the building; (B)

No signs or other evidence indicating the existence of the use shall be visible from outside the building, other than a business identification sign lettered on a window. The sign shall not exceed six (6) square feet in area; and

The letters “PB” indicate that the use is permitted, subject to the following:

(A) The use shall be related to, dependent on, and secondary to a primary use on the premises;

(B)

The use shall be located on the same record lot as the primary use;

(D)

The floor area of any building (and the land area occupied by any structure other than a building) devoted to the use shall not exceed an area equal to forty-five percent of the gross floor area of the building within which the primary use is located, unless otherwise provided.

(5)

The letters “SP” indicate the use is permitted, subject to the approval of a Special Permit, in accordance with Section 27-239.02.

(6)

The letters “NA” indicate that the language is not applicable.

(7) The letter “X” or a blank (unless otherwise clear from the context) indicates that the use is prohibited.

508

(8)

All uses not listed are prohibited.

(9)

The word “manufacture” includes the words “fabricate,” “assemble,” and “repair.”

Zoning Change Maps Sectional Map Amendment

Table 14-3: Table of Uses for I-1 Zone ZONE I-133

I-1 in DDOZ

SE5, 10

SE5

(aa) Fast-food restaurant

USE (1) C ommercial : (A) Eating or Drinking Establishments:

(i)

Accessory to, and within the same building or group of attached buildings as, any permitted use except a hotel or motel

(CB-37-1988)

(ii) Within a hotel

(CB-97-2004)

(iii) Within a motel (iv) Within an office building:

(bb) Other than fast-food restaurant

(v) Within an industrial park:

(aa) Of at least 100 acres, fast food restaurant

(bb) Of at least 100 acres, all others

(cc) Of between 25 and 100 acres, excluding a fast-food restaurant

(CB-10-2003)

(dd) Of less than 25 acres, except as provided above

(ee) Approved with a hotel component

SE10

(CB-92-2001)

(ff)

Of between 25 and 100 acres, including a fast-food restaurant

(CB-97-2004)

(vi) Other than fast-food restaurant on property abutting a minimum of 20 acres of C-S-C zoned land

(vii) Within an existing retail center with net leasable building space of less than 26,000 square feet

P41

P51

SE10

(CB-93-2001) (viii) All others (CB-21-1987; CB-34-1987; CB-57-1994; CB-37-1998) (B) Vehicle, Mobile Home, Camping Trailer, and Boat Sales and Service:

SECTIONAL MAP AMENDMENT

Car wash (CB-92-2001) Commercial Fuel Depot (CB-68-2006) Gas station (CB-1-1989; CB-57-1994; CB-40-1998; CB-97-2004) Incidental automobile service in parking garage3

Approved Subregion 4 Master Plan and Sectional Map Amendment

509

ZONE I-133

I-1 in DDOZ

Mobile or modular home sales lot, which may include the storage of mobile homes or modular home components for sale

Vehicle, boat, or camping trailer sales, or boat or camping trailer rental lot, including outdoor display of the vehicles

(ii) Incidental retail sales of gasoline, subject to Section 27358(a)(1),(2), (4),(5),(6),(7),(8), and (10)

Vehicle lubrication or tune-up facility, provided all sales and installation operations are conducted in a wholly enclosed building with no outdoor storage

USE

(CB-37-1988; CB-58-1993; CB-75-1998; CB-33-2002; CB-39-2004) Vehicle, boat, mobile home, or camping trailer repair and service station, and the sales of parts and tires which may include:

(i)

Installation of parts within a wholly enclosed building

(CB-43-1987) Vehicle rental lot, excluding boats or camping trailers, including outdoor display of the vehicles (CB-58-1993) Vehicle sales or rental lot, including outdoor display of the vehicles (CB-73-1997) Vehicle towing station (CB-12-1991; CB-75-1998; CB-39-2004) (C) Offices: Bank, savings and loan association, or other savings or lending institution:

(i)

With drive through

(ii) All others (CB-1-1994) Other offices:

(i)

Accessory to a permitted use

(ii) Medical practitioner’s office

(iii) Medical practitioner’s office less than 3 stories in height and not exceeding 33% of net tract area in a development comprising a gross tract area of at least 25 acres

(iv) Offices less than 3 stories in height and not exceeding 33% of net tract area in a development comprising a gross tract area of at least 25 acres

(v) Trailer for office space accessory to an existing industrial use in accordance with Sections 27-260 and 27-261

(CB-75-1998; CB-39-2004) (vi) All other offices (CB-3-1989; CB-24-1993; CB-75-1998) Real estate subdivision sales office:

(i)

As a temporary use, in accordance with Sections 27-260 and 27-261

(ii) All others

510

Zoning Change Maps Sectional Map Amendment

ZONE I-133

I-1 in DDOZ

Animal hospital, animal training, kennel

Barber or beauty shop

Bicycle repair shop

USE (D) Services:

Blacksmith shop

Blueprinting, photostating, or other photocopying establishment

P34

(CB-66-1996; CB-75-1998; CB-39-2004) Carpet or rug shampooing establishment Catering establishment

Data processing

P34

(CB-66-1996) Dry cleaning or laundry pickup

Dry cleaning plant

Electrical or electronic equipment, radio or television, computer repair shop

P34

(CB-3-1989; CB-66-1996) Farm implement repair Household appliance or furniture repair shop:

(i)

Furniture and small appliances only

(ii) All others Key or locksmith shop Laboratory:

(i)

Accessory to allowed use

(ii) Medical or dental

P34

(iii) Research, development, or testing

P34

Laundromat

Laundry plant

Lawn mower repair shop

Massage establishment

Methadone Treatment Center

P34

Photography studio (may include darkroom)

Printing shop

P34

(iv) All others (CB-3-1989; CB-66-1996)

SECTIONAL MAP AMENDMENT

(CB-103-1993) Photographic processing plant (CB-66-1996) 34

(CB-66-1996)

Approved Subregion 4 Master Plan and Sectional Map Amendment

511

ZONE I-133

I-1 in DDOZ

Septic tank service

Shoe repair shop

Tailor or dressmaking shop (may include incidental dyeing and pressing)

Taxidermist

Upholstery shop

Bicycle (sales) shop

Bottled gas sales (retail)

Building supply store

Buying of items within guest rooms and vehicles, pursuant to Section 27115(a)(2)

Carpet or floor covering store

Clothing, dry goods, millinery, or shoe store

P10

USE Research and Development (CB-3-1989)

(E) Trade (Generally Retail): Adult book store (CB-53-1996; CB-75-1998; CB-39-2004) Arts, crafts, and hobby supply store (CB-18-1997)

(CB-3-1989)

(CB-89-1986) Department or variety stores (CB-21-1994; CB-97-2004)

(i)

Not exceeding 13,000 square feet

(ii) All others Drug paraphernalia display or sales, pursuant to Section 27-115(a)(1)

Drug store

Farm implement or feed sales

Farmer’s market or flea market, in accordance with Sections 27-260 and 27261

P34

P43

X 10

(CB-91-1986; CB-97-2004) Electrical supply store (CB-3-1989)

(CB-63-1998) Firewood sales as a temporary use, in accordance with Sections 27-260 and 27261 (CB-66-1996) Food or beverage store

512

(i)

Within an existing retail center with net leasable building space of less than 26,000 square feet

Zoning Change Maps Sectional Map Amendment

ZONE USE

I-133

I-1 in DDOZ

(ii) All others

SE10

Hardware store (may include electrical or plumbing supplies)

Home furnishing store (such as interior decorations, electronics, housewares, household accessories, or textiles)

Household appliance or furniture store

Lawn mower (sales) store

Nursery and garden center

(CB-92-2001; CB-93-2001; CB-97-2004)

(CB-89-1990)

(CB-3-1989) Paint or wall covering store (CB-3-1989) Pawnshop (CB-28-1997) Pet feed and supply store (CB-2-1991) Plumbing supply store (CB-3-1989) Retail sales of products:

(i)

Provided the retail sales are incidental to the manufacturing of the products on the premises and the retail sales area does not exceed 15% of the gross floor area of the building, or 5,000 square feet, whichever is less

(ii) Provided the retail sales are incidental to the manufacturing of the products on the premises, except where permitted by (i) above

(iii) Provided the retail sales are incidental to the warehousing, wholesaling, or distribution of the products on the premises

Seasonal decorations display and sales as a temporary use, in accordance with Sections 27-260 and 27-261

Septic tank sales

Stationery or office supply store, which may include the sale of office furniture and business machines

Swimming pool or spa sales and service (which may include outdoor display, provided it is enclosed by a 6-foot high fence)

(CB-122-1986; CB-3-1989) Sales events sponsored by bona fide nonprofit groups or organizations, in accordance with Sections 27-260 and 27-261 (CB-26-1997)

SECTIONAL MAP AMENDMENT

Seafood market (CB-49-1987)

Approved Subregion 4 Master Plan and Sectional Map Amendment

513

ZONE I-133

I-1 in DDOZ

(ii) All others

Where not otherwise specifically permitted, any use allowed in the C-S-C Zone (excluding those permitted by Special Exception). (CB-65-2003; CB-19-2005)

Where not otherwise specifically permitted, any use allowed by Special Exception in the C-S-C Zone.

Abrasive and asbestos products

Acids and caustics

Carbon black

Celluloid or pyroxylin

Cosmetics, medicinal, pharmaceutical, and toilet article products, fabrication

P34

Dyestuffs

Fertilizers

Gum and wood chemicals, which may include distilling

Pesticides and insecticides

Plastics and synthetic fibers

USE Wayside stand: (i)

As a temporary use, subject to Sections 27-260 and 27-261

(CB-65-2003) (2) I ndustrial : (A) Chemical and Allied Manufacturing:

(CB-66-1996) Distillery for the production of fuel alcohol, which may include bulk storage (CB-75-1998; CB-39-2004) Drugs, compounding (CB-66-1996)

Ink: (i)

Paste inks

(CB-75-1998; CB-39-2004)

(ii) All other inks

Organic and inorganic chemicals (except as specified):

(i)

Blending and mixing

(CB-75-1998; CB-39-2004) (ii) Breaking bulk Paints, varnishes, lacquers, enamels, and shellacs (CB-75-1998; CB-39-2004)

(CB-75-1998; CB-39-2004) Soaps, cleaners, polishes, sanitation preparations, bleaches, and detergents

514

Zoning Change Maps Sectional Map Amendment

ZONE I-133

I-1 in DDOZ

Armament control and sighting systems

Communications equipment, computers, telephones, electronic equipment, radios, sound systems, or televisions (which may include parts for these items)

P34

Electrical lighting fixtures

Engines, generators, turbines, or miscellaneous machinery

Furniture, cabinets, fixtures, or interior decorating components

Hardware (except as otherwise specified)

Heavy armament

Motorized and nonmotorized vehicles, aircraft, construction, farm, or railroad equipment, ships or boats (which may include the parts for these items)

Office supplies and equipment

P34

USE (B) Fabrication of Wood, Metal, Paper, Plastic, and Glass Products from Materials Produced Elsewhere:

(CB-66-1996) Containers:

(i)

Paper or plastic

(ii) Glass, metal, or wood or other materials

(CB-75-1998; CB-39-2004)

(CB-75-1998; CB-39-2004) Household appliances:

(i)

Small electrical household appliances, including televisions but excluding refrigerators and similar large appliances

(ii) All others

(CB-66-1996) Plumbing, air conditioning, carpentry, electrical heating, and lighting supplies and equipment (except where otherwise specified): (i)

Plastic

Spas and swimming pools

Structural components of buildings (except as otherwise specified)

Vending machines

SECTIONAL MAP AMENDMENT

(ii) Other materials

(C) Manufacturing and Processing of Lumber, Wood, and Related Products: Logging camps or contractors (CB-75-1998; CB-39-2004) Mobile or manufactured homes (CB-75-1998; CB-39-2004) Modular buildings (CB-75-1998; CB-39-2004) Approved Subregion 4 Master Plan and Sectional Map Amendment

515

ZONE I-133

I-1 in DDOZ

P34

(ii) Nonornamental ferrous

(iii) Ornamental metals

Rolling mill

Smelting

Brushes, brooms, combs, or lamp shades manufacturing

Cigarettes, cigars, or other tobacco products (chewing or smoking) manufacturing

USE Sawmills or planing mills (CB-75-1998; CB-39-2004) Veneer and plywood (CB-75-1998; CB-39-2004) Wood preserving (CB-75-1998; CB-39-2004) (D) Manufacturing of Scientific, Specialized, and Technical Instruments and Equipment: Engineering, computer, drafting, laboratory, office, research, and scientific instruments, devices, equipment and supplies (CB-66-1996) Optical, dental, medical, ophthalmic, orthopedic, and prosthetic devices and supplies (CB-66-1996) Photographic equipment and supplies (CB-66-1996) Timing, light, mixing, safety, temperature, or weight control devices (CB-66-1996) Watches, clocks, measuring, or time-keeping devices (CB-66-1996) (E) Metal Production: Blast furnace Foundry: (i)

Nonferrous metals

(CB-75-1998; CB-39-2004)

(CB-75-1998; CB-39-2004) Recycling of nonferrous metals (CB-75-1998; CB-39-2004)

(F) Miscellaneous Industrial, Manufacturing, and Related Uses:

(CB-75-1998; CB-39-2004) Consolidated Storage, in accordance with Section 27-475.04 (CB-32-1988; CB-75-1998; CB-45-1999; CB-39-2004)

516

Zoning Change Maps Sectional Map Amendment

ZONE I-133

I-1 in DDOZ

(aa) Indoors

(bb) Outdoors

USE Contractor’s office (general) as a permanent use, including the businesses of siding, flooring, roofing, plumbing, air conditioning, heating, painting, carpentry, electrical work, landscaping, and the like, with buildings and uses accessory to the business (as well as the office) use:

(i)

With storage of materials or equipment:

(CB-75-1998; CB-39-2004)

(ii) Including the fabrication (only within a wholly enclosed building) of plumbing, air conditioning, heating, carpentry (and the like) parts for installation off site

(iii) Including the retail sale of parts and supplies as an accessory use

Explosives, fireworks, or gunpowder manufacturing

Gelatin manufacturing

Glue or size manufacturing

Heavy motorized equipment, motor vehicle, truck, boat, camping trailer, or trailer storage yard

P34

Junk yard

Machine shop

Matches manufacturing

Motion picture or broadcasting equipment manufacturing and production

Musical instruments, athletic goods, notions, novelties, sporting goods manufacturing

Pens, artist or drafting supplies, clerical equipment, business machines, or pencils manufacturing

Plastic products manufacturing, except as otherwise specified

Precious metalware manufacturing and plating

Recycling plant, except as otherwise specified

(CB-89-1985; CB-75-1998) Contractors’ plant or storage yard:

(i)

Those involving the operation or storage of heavy equipment over 17,000 pounds gross vehicle weight

(ii) All others (CB-89-1985; CB-1-1994)

(CB-90-1992; CB-75-1998; CB-39-2004) Jewelry manufacturing (CB-66-1996)

SECTIONAL MAP AMENDMENT

(CB-75-1998; CB-39-2004) Storage building accessory to:

(i)

A permitted use

(ii) A special permit use

(iii) A Special Exception use

(CB-90-1992; CB-1-1994)

Approved Subregion 4 Master Plan and Sectional Map Amendment

517

ZONE I-133

I-1 in DDOZ

Tobacco packing, processing, and treatment

Transfer station

P22

Uses which are noxious or offensive by reason of odor, dust, fumes, smoke, gas, vibration, radiation, glare, or noise, or which constitute a public hazard by fire, explosion, or other means (in the discretion of the District Council)

Vehicle salvage yard

Liquid gas storage

Refinery

Tank farm, except as otherwise specified

Bookbinder manufacturing

Bookbinding

Paper or paper board products (except containers) manufacturing

USE Storage yard, except as otherwise specified (CB-75-1998; CB-39-2004)

(CB-71-1994) Trash removal services (CB-82-1991; CB-75-1998; CB-39-2004)

Warehousing: (i)

Subject to Section 27-471(g)

(ii) All others (CB-90-1992) Waste material separation and processing facility, in accordance with Section 27475.05 (CB-77-1990; CB-75-1998; CB-39-2004) (G) Petroleum, Gas, and Related Products: Asphalt mixing plant (CB-111-2004) Breaking bulk for home consumption or portable appliances (CB-75-1998; CB-39-2004) Distribution for home consumption (CB-75-1998; CB-39-2004) Gasoline or gasohol bulk storage (other than gas station or vehicle repair and service station) (CB-75-1998) Gasohol fabrication (CB-75-1998; CB-39-2004)

(CB-75-1998; CB-39-2004) (H) Printing, Publishing, Paper, and Related Industries:

518

Zoning Change Maps Sectional Map Amendment

ZONE I-133

I-1 in DDOZ

P34

Publishing

Pulp making

Brewery, distillery, winery

Cereals, grains, or spice processing

Coffee roasting

Confectionery products manufacturing

Drying and dehydrating of food products

Freezing of food products

Oil and fat manufacturing (edible)

Packaging, packing, and canning of food products

Pickling

Reduction plant

Sauce, seasoning, and dressing manufacturing

USE Paper recycling collection center (only for collection, storage, and shipping) (CB-75-1998; CB-39-2004) Printing and engraving (which may include all processes) (CB-66-1996)

(I) Processing of Food and Kindred Products for Human Consumption: Bakery products manufacturing Beverage bottling (all containers): (i)

Alcoholic

(ii) Nonalcoholic

Slaughterhouse

Smoking and curing

Sugar refinery

Syrup and flavor extract manufacturing

Recycling of rubber products

Rubber manufacturing

(J) Rubber and Synthetic Rubber Products: Fabrication of rubber products (CB-75-1998; CB-39-2004)

Synthetic rubber (and similar products) manufacturing

Tire or tube manufacturing

SECTIONAL MAP AMENDMENT

Rubberizing of wearing apparel or household items

(CB-75-1998; CB-39-2004) Tire recapping (CB-75-1998; CB-39-2004)

Approved Subregion 4 Master Plan and Sectional Map Amendment

519

ZONE I-133

I-1 in DDOZ

Cement manufacturing

Concrete batching or cement mixing plant

Glass blowing and molding

Manufacturing of ornamental products made of clay, concrete, glass plaster, porcelain, or stone (excluding the use of a rock crusher)

USE (K) Stone, Clay, Glass, and Cement Products:

(CB-111-2004) Cutting of nonstructural stone (CB-75-1998; CB-39-2004)

(CB-75-1998; CB-39-2004; CB-78-2004) Manufacturing or cutting of structural products made of clay, concrete, glass, stone, or similar materials (CB-75-1998; CB-39-2004) (L) Textile Products: Fabrication of finished goods Felt manufacturing

Fiber or thread manufacturing

Finishing of textile goods

Knitting

Lace (and similar products) manufacturing

Recycling of textiles

Synthetics manufacturing

Weaving

Apparel, garments, or related products

Automotive or motorized equipment (parts and accessories only)

Bakery products, wholesale

Bulk raw materials

Chemical and related products (except as otherwise specified)

Electronic, glass, metal, paper, rubber, or wood products

Food or kindred products

Garden supplies or nursery stock

Livestock

Ornamental products made of china, clay, concrete, glass, or stone

Petroleum products for home distribution

(CB-75-1998; CB-39-2004)

(M) Wholesale Trade:

(CB-75-1998; CB-39-2004)

520

Zoning Change Maps Sectional Map Amendment

ZONE I-133

I-1 in DDOZ

Textile products

Tobacco and related products

P12, 34

(A) In accordance with Section 27-475.0214

P34

(B) All others

P34

(B) Driving

(D) School or studio for artistic or technical instruction and practice

P34

(E) Scientific

P34

(F) Trade

P34

(G) Private college or university

P36

P34

USE Structural products made of clay, concrete, or stone, with:

(i)

Indoor storage, only

(ii) Outdoor storage (CB-75-1998; CB-39-2004)

Wholesaling or distribution of materials (products) not used or produced on the premise: (i)

Subject to Section 27-471(g)

(ii) All others (CB-90-1992) Wholesaling or distribution of materials (products) used or produced on the premises (CB-90-1992) Wholesaling or distribution use not listed (CB-90-1992) (3) I nstitutional /E ducational : Adult day care center (CB-44-1987; CB-66-1996) Adult rehabilitation center (CB-108-1987; CB-75-1998; CB-39-2004) Church or similar place of worship, convent, or monastery (CB-23-1988; CB-99-1993; CB-84-1996) Church or similar place of worship, convent, or monastery in the Route 202 Corridor Study Area, unless constructed pursuant to a Conceptual Site Plan approved by the Planning Board prior to June 1, 1997 (CB-72-1997) Community building Day care center for children:

SECTIONAL MAP AMENDMENT

(CB-23-1988; CB-66-1996) School, private: (A) Business

Approved Subregion 4 Master Plan and Sectional Map Amendment

521

ZONE I-133

I-1 in DDOZ

(H) In accordance with Section 27-475.06.0128

P34

(I) All others

P34

Any use allowed in the C-S-C Zone (except those permitted by Special Exception), when located within an office building or hotel, provided not more than 15% of the gross floor area of the building shall be devoted to such uses and not more than 3,000 square feet shall be allotted to any one use; except hotels may include auditoriums or showrooms unlimited in size

Auction house

P34

(A) Cemetery, accessory to a church, convent, or monastery21

(B) All others

(A) In accordance with Sections 27-260 and 27-261

(B) All others

Ice vending machine for block ice

MARC Planned Community, in accordance with Section 27-475.06.05

Mobile home, with a use for which amusement taxes are collected2

Rental business for items permitted to be sold (except as otherwise specified)

USE

(CB-26-1985; CB-33-1986; CB-23-1988; CB-14-1994, CB-113-1994; CB-66-1996; CB-93-1996; CB-94-2000) (4) M iscellaneous : Accessory structures and uses (CB-66-1996) Adaptive use of a Historic Site, when not otherwise allowed (CB-58-1987)

(CB-55-1988) Buildings and uses, serving public health purposes, on land owned by Prince George’s County, Maryland, upon which hospitals or health centers are located, except if otherwise allowed as a Permitted(P) use15 (CB-55-1988; CB-66-1996) Cemetery, crematory:

(CB-11-1991; CB-27-1995) Collection of recyclable materials: (A) As a temporary use, in accordance with Sections 27-260 and 27-261 (CB-75-1998; CB-39-2004) (B) All others Commercial uses not listed Contractor’s office (must include sanitary facilities), construction yard, shed, or storage building (in connection with a construction project) as a temporary use:

(CB-21-2006) Metro Planned Community, in accordance with Section 27-475.06.03 (CB-35-1998)

522

Zoning Change Maps Sectional Map Amendment

ZONE I-133

I-1 in DDOZ

(A) Outdoor advertising sign (billboard)

(B) All others

P34

Welding shop

Where not otherwise specifically permitted, any use allowed in the I-1 Zone (excluding those permitted by Special Exception)

Ambulance service, private

Library

Post office

USE Sign making shop Signs, in accordance with Part 12:

(CB-45-1988; CB-24-1991; CB-66-1996)

(CB-92-2004) Where not otherwise specifically permitted, any use allowed by Special Exception in the I-1 Zone (CB-92-2004) (5) P ublic /Q uasi P ublic :

Public buildings and uses

19, 46

Voluntary fire, ambulance, or rescue station1

P52

Amusement park

Athletic field, with or without seating for spectators

Auditorium

Billiard or pool parlor

Bowling alley

(A) On a parking lot

(B) All others

Club or lodge, private

Commercial recreational attractions

Employees recreational facilities (private, nonprofit), accessory to an allowed use

P34

Sanitary landfill, rubble fill, or Class 3 fill (CB-15-1990; CB-8-2003; CB-87-2003)

(6) R ecreational /E ntertainment /S ocial /C ultural : Amusement Center (CB-8-2007)

Carnival, circus, fair, or similar use, not exceeding 17 days duration and located at least 250 feet from any dwelling, as a temporary use in accordance with Sections 27-260 and 27-261:

SECTIONAL MAP AMENDMENT

(CB-66-1996) Golf course or country club (CB-66-1996)

Approved Subregion 4 Master Plan and Sectional Map Amendment

523

ZONE I-133

I-1 in DDOZ

Miniature golf course

Museum, aquarium, art gallery, cultural center, or similar facility

P34

Park or playground

Performance arts center, in accordance with Section 27-475.06.04

[X] P

P34

(A) Indoor20

(B) Outdoor

(A) Indoor

(B) Outdoor

Spa, community

P34

(A) Accessory to a reducing/exercise salon, health club, or summer camp

(B) Accessory to a commercial swimming pool

(C) Accessory to a hotel or motel (in the I-1 and I-2 Zones, included on the approved Special Exception site plan for the hotel)

(D) All others

Summer camp

Swimming pool (which may include a community or public spa)

(A) Enclosed by a wall or fence at least 6 feet high

(B) All others

P34

USE Golf driving, archery, or baseball batting range (CB-130-1993)

(CB-66-1996)

(CB-12-2001) Reducing/exercise salon or health club (CB-3-1989; CB-66-1996) Riding stable Rifle, pistol, or skeet shooting range:

(CB-4-1991) Sauna or steam bath Skating rink:

(CB-66-1996) Spa, private, accessory to an allowed dwelling unit (CB-66-1996) Spa, public:

(CB-3-1989; CB-66-1996)

Tennis, basketball, handball or similar court:

Theater: (A) Indoor

524

Zoning Change Maps Sectional Map Amendment

ZONE I-133

I-1 in DDOZ

(A) If legally erected prior to the date upon which the property was classified in the I-1, I-2, or U-L-I Zone, or legally erected in the I-1, I-2, or U-L-I Zone under prior regulations

(B) If legally erected prior to the date upon which the property was classified in the I-3 or I-4 Zone

SE10

Agricultural uses

Concrete recycling facility

Airport, airpark, airfield, heliport

Airstrip or helistop

Antennas and related equipment buildings and enclosures, other than satellite dish antennas, in accordance with Section 27-475.06.02

P34

USE (B) Outdoor (including drive-in) (CB-66-1996) (7) R esidential /L odging : Artists’ residential studios, in accordance with Section 27-475.06.04 (CB-12-2001) Dwelling:

(CB-1-1994) Dwelling unit within a building, containing commercial or industrial uses not exceeding 3 units per building, with 1 unit permitted at ground floor level for a resident manager, caretaker, or night watchman (and family) and all other units located above the ground floor Hotel or motel (which may include public spas, swimming pools, or tennis courts, provided they are enclosed by a fence or wall at least 6 feet high): (A) In an industrial park having a gross tract area of at least 25 acres (CB-97-2004) (B) All others Planned retirement community (CB-89-1999) (8) R esource P roduction /R ecovery :

(CB-78-2004) Sand and gravel wet-processing (CB-75-1998; CB-39-2004) Surface mining (9) T ransportation /P arking /C ommunications /U tilities :

SECTIONAL MAP AMENDMENT

(CB-65-2000) Broadcasting studio (without tower) (CB-66-1996) Bus station or terminal

Approved Subregion 4 Master Plan and Sectional Map Amendment

525

ZONE I-133

I-1 in DDOZ

(A) When accessory to, in conjunction with, as an integral part of, under the same ownership or leasehold interest as, and solely serving another allowed use on the property

P34

(B) All others

X23

P26, 48

P34

Parking of mobile home except as otherwise specified

Parking of mobile home in a public right-of-way

Parking of vehicles accessory to an allowed use

P34

(B) Railroad yards, roundhouses, car barns, and freight stations

(A) Up to 10 feet in diameter, to serve only 1 dwelling unit

(B) Over 10 feet in diameter, to serve only 1 dwelling unit

USE Monopoles and related equipment buildings and enclosures, in accordance with Section 27-475.06.02 (CB-65-2000) Motor freight receiving or shipping (loading) facilities:

(CB-90-1992; CB-66-1996) Moving and Storage Operation (CB-70-2004) Parking lot or garage, commercial (CB-43-2002) Parking lot or garage, or loading area, in accordance with Part 11 (CB-66-1996)

(CB-66-1996) Public utility uses or structures: (A) Underground pipelines, electric power facilities or equipment, or telephone facilities or equipment; and railroad tracks or passenger stations, but not railroad yards (CB-66-1996)

(CB-25-1987; CB-61-1988; CB-65-2000) Satellite dish antenna, in accordance with Section 27-468.01:

Storage of any motor vehicle which is wrecked, dismantled, or not currently licensed, except where specifically allowed 8

(A) Without cab storage repair, or servicing

(B) With cab storage

(CB-4-1987) Taxicab dispatching station:

(CB-50-1987) Taxicab stand

526

Zoning Change Maps Sectional Map Amendment

ZONE I-133

I-1 in DDOZ

P34

(A) Nonprofit, noncommercial purposes, with no height restrictions

(B) Freestanding, for commercial purposes, up to 175 feet above ground level

(C) Attached to a roof, for commercial purposes, with the total combined height of the building, tower, or monopole and antenna not exceeding 250 feet above ground level

(D) All others

X26, 40

USE Telegraph or messenger service (CB-66-1996) Towers or poles (electronic, radio, or television, transmitting or receiving):

(CB-8-1990; CB-123-1994; CB-103-1997; CB-65-2000) Trucking operations, except as otherwise specified (CB-90-1992; CB-5-1994; CB-75-1998; CB-13-2000; CB-39-2004)

FOOTNOTES 1

Provided the site is either: (A) In the proximity of an area designated as a fire or rescue station on an approved Functional Master Plan of Fire and Rescue Stations; (B)

In a location which the Fire Chief has indicated (in writing) is appropriate; or

(C)

Occupied by a station that was in use immediately prior to July 1, 1982.

The following activities are considered to be ancillary uses permitted within the hall/assembly area of a voluntary fire, ambulance, or rescue station: bingo (with an approved license from the Department of Environmental Resources), weddings, dinners, community events, organization functions, and private events (with no advance or at the door ticket sales).

SECTIONAL MAP AMENDMENT

All events must comply with County or State regulations, and events requiring a specific license must obtain such license to be considered a permitted ancillary use. All events must be organized by the voluntary fire, ambulance, or rescue corporation or company and/or a community group from within the immediate vicinity of the station. For weddings, receptions, and dinners, the event may be organized by an individual in conjunction with the voluntary fire, ambulance, or rescue corporation or company and/or a community group within the immediate vicinity of the station. A permitted ancillary use does not include the leasing of the station facility for use by a promoter. Private events may not have advance or at the door ticket sales. All events must end by 10:00 p.m., Sunday through Thursday (except that bingo events must end by 11:00 p.m.), and by midnight on Friday and Saturday, with all patrons off the site within thirty (30) minutes after closing. (CB-70-2008)

Approved Subregion 4 Master Plan and Sectional Map Amendment

527

Provided: (A)

The mobile home is located on a lot having property consisting of five (5) acres or more;

The use of the mobile home is in connection with another use on the property for which the County levies or (B) collects an amusement tax; (C)

The occupants of the mobile home are employed by, or reasonably connected with, the other use; and

The mobile home shall not be located on the property for more than one hundred twenty (120) cumulative (D) days per calendar year; except mobile homes used in connection with pari-mutuel racetracks where the use shall not exceed two hundred eighteen (218) cumulative days per calendar year. 3

Provided: (A)

The service shall be limited to supplying gasoline, oil, water, tire pressure, and washing;

(B)

Only automobiles parking in the parking garage shall be served;

(C)

No signs visible from outside the structure shall indicate the presence of the service facilities; and

(D)

The garage shall be wholly enclosed.

Except in an emergency. In this case, the parking shall be subject to the traffic and parking regulations applicable to the right-of-way.

Approved as an accessory use with approval of the Special Exception for the hotel or motel.

Not exceeding fifteen percent (15%) of the gross floor area, in combination with allowed C-S-C Zone uses, but not a fast-food restaurant within a hotel. (CB-34-1987)

Office building requires a Special Exception to be approved, in accordance with Part IV.

This shall not apply to: (A)

Storage accessory (and related) to an allowed use; or

(B)

One (1) such vehicle stored in a wholly enclosed garage.

In the I-3 Zone, subject to Section 27-471(c) and (g).

Permitted use without requirement for Special Exception provided: The use is located within an industrial park which is adjacent to a Beltway interchange constructed after June, 2002; The parcel(s) is the subject of a Preliminary Plan of Subdivision that was approved pursuant to Subtitle 24 of this Code prior to June 30, 2004; A Detailed Site Plan shall be approved in accordance with Part 3, Division 9, of this Subtitle; The acreage of lots (used for commercial purposes) shall not exceed twenty-five percent (25%) of the acreage of lots used for industrial purposes in the industrial park; No more than two (2) fast-food restaurants shall be allowed in the industrial park; Motels are prohibited; and Hotel amenities shall include at a minimum a swimming pool, fitness center, room service, concierge service, parking, and restaurant(s) located within the building. (CB-97-2004)

Provided the establishment is not a fast-food restaurant. (CB-21-1987)

528

Zoning Change Maps Sectional Map Amendment

Located only on or abutting a lot or group of lots containing an office building or group of office buildings having a gross floor area of at least fifty thousand (50,000) square feet. (CB-44-1987)

This does not provide for accessory antennas or overhead distribution lines. (CB-25-1987)

In a publicly-owned recreational facility, a school, a church, or a public building, a day care center shall only be permitted as an accessory use. A church must provide its tax-exempt identification number when applying for a Detailed Site Plan or a building or use and occupancy permit for an accessory day care center for children. (CB-23-1988; CB-98-1988; CB-44-1989)

Provided the health center is located on a minimum of twenty-five (25) acres. (CB-55-1988)

Provided: (A) The whip antenna does not extend more than fifteen (15) feet above the height of the structure to which it is attached and does not support lights or signs unless required for aircraft warning or other safety reasons; (B) The equipment building does not exceed five hundred sixty (560) square feet of gross floor area or twelve (12) feet in height; (C) The equipment building matches the construction material and color(s) of an existing building when it is attached thereto; and (D) The equipment building is constructed of brick and designed to coordinate with the design of any existing main building on the same lot or on an adjoining lot when constructed as a freestanding building. (CB-61-1988; CB-81-1993)

Subject to Detailed Site Plan approval, in accordance with Part 3, Division 9, of this Subtitle. (CB-3-1989)

Limited to twenty percent (20%) of the gross floor area of the building within which it is located, but not to exceed a maximum of five thousand (5,000) square feet. (CB-3-1989)

A sanitary landfill, rubble fill, or Class 3 fill may include a rock crusher only if it is approved as part of the Special Exception. (CB-15-1990; CB-8-2003; CB-87-2003)

Provided there is no discernible noise from the exterior of the building. (CB-4-1991)

Provided both uses were existing as of January 1, 1991. (CB-11-1991) In accordance with Section 27-475.06.

SECTIONAL MAP AMENDMENT

(CB-82-1991) 23

Except as provided for in Section 27-467.01. (CB-90-1992)

Provided the vehicle rental lot is located within one-half (1/2) mile of a mass transit facility. (CB-58-1993)

Approved Subregion 4 Master Plan and Sectional Map Amendment

529

The gross floor area shall not exceed 25% of the gross floor area of the building within which this accessory use is located. (CB-1-1994)

Moving and storage operations that have less than one hundred thousand (100,000) square feet of gross floor area, have hours of operation between 7:30 a.m. and 5:30 p.m., and are located in a building that was existing on August 31, 1994, are permitted by right. (CB-5-1994)

On a lot of no less than ten (10) or more than twenty (20) acres, located within five hundred (500) feet of property in the M-A-C or C-S-C Zones, said lot having frontage on at least two (2) public streets, and a store containing at least one hundred thousand (100,000) square feet of sales and service floor area (excluding mezzanines) under one roof, of which no more than a total of twenty percent (20%) of sales and service floor area may be dedicated to the sale and/or display of building materials, including, among other things, building supplies, plumbing supplies, electrical supplies, and hardware, either individually or in the aggregate; or the use is located on a lot or parcel that is between ten (10) and twenty (20) acres in size; said lot or parcel is located within five hundred (500) feet of property in the M-A-C Zone and has frontage on at least two public streets; the store has no more than twenty-five thousand (25,000) square feet gross floor area; the store fills medical prescriptions and sells medical supplies and nonprescription medicines, in addition to general merchandise; and except for medical prescriptions, medical supplies, and nonprescription medicines, the store has no more than fifty percent (50%) of its gross floor area devoted to the sale of a single type of merchandise, such as food or specialty items. (CB-21-1994; CB-11-2003)

The Board of Appeals may grant variances from the requirements of Section 27-475.06.01(a)(1). (CB-14-1994)

Provided: (A)

The minimum seating capacity is one hundred (100);

(B)

More than fifty percent (50%) of its revenue is derived from the sale of food;

(C) The primary operation is limited to the sale of food and beverages for consumption on the premises; however, ancillary carry out is permitted; (D) Not more than one such establishment providing cafeteria style service exclusively shall be permitted within the industrial park; (E) For establishments to be open to the public before 11:00 a.m., the exact time of opening shall be determined at the time of Detailed Site Plan approval; and (F)

The establishment is not a fast food restaurant. (CB-57-1994)

A fast food restaurant may be permitted by Special Exception provided the following criteria are met: (A)

Not more than one fast food restaurant shall be permitted within the industrial park;

(B) The design of the fast food restaurant shall be architecturally compatible with surrounding buildings and uses; and (C) The fast food restaurant is part of an assemblage of at least two (2) other eating and drinking establishments arranged so as to create, in combination, a unified development scheme. (CB-57-1994) 31

Reserved.

In accordance with the provisions of Part 16. (CB-53-1996)

530

Zoning Change Maps Sectional Map Amendment

Approval of a Special Exception is required for any use in the I-1 or I-2 Zones if any portion of the lot on which the use is proposed is within the subject area of a pending Transit District Overlay Zoning Map Amendment that has been initiated by resolution of the District Council. This provision does not apply to uses or buildings in existence as of July 1, 1996, or uses set forth in Section 27-473(b)(1)(A)(i),(A)(iv), and (C), and (b)(5). (CB-66-1996)

Notwithstanding the language in Footnote 33, a Special Exception is not required if any portion of the lot is within the subject area of a pending Transit District Overlay Zoning Map Amendment that has been initiated by resolution of the District Council, and is located at least 2,000 feet from an existing Metrorail station. (CB-66-1996)

Provided: (A)

The church is located in an existing freestanding building not exceeding two stories in heights;

(B) If the building in which the church is located contains other uses, a separate entry to the church must be provided for its use; and (C) At the time of issuance of the initial use and occupancy permit, the church shall be located within 1,000 feet of another existing church. (CB-84-1996) 36

If not conducted in an existing office building, a Detailed Site Plan shall be approved in accordance with Part 3, Division 9, of this Subtitle. (CB-93-1996)

Provided: (A) The vehicle sales or rental lot is subordinate in area to, and is an expansion of, an existing permitted vehicle sales or rental use located on a contiguous adjacent lot in the I-1, I-2, or I-4 Zones; and (B)

The two contiguous adjacent lots are owned by the same individual(s); and

(C)

The property on which the expansion will be located is adjacent to a public roadway; and

(D) No structure may be erected except for paving, and with the exception of one structure not to exceed 6,000 square feet gross floor area which is architecturally compatible with the surrounding neighborhood. (CB-73-1997) 38

Reserved.

Townhouses shall comply with the design guidelines set forth in Section 27-274(a)(11) and the regulations for development set forth in Section 27-433(d). (CB-89-1999)

A business limited to truck storage, maintenance, and repair only, with associated administrative offices, is permitted by right. Transporting of any items to or from the site is prohibited. (CB-13-2000) Permitted as an accessory use to a gas station located within an industrial park.

SECTIONAL MAP AMENDMENT

(CB-92-2001) 42

Permitted as an accessory use to a gas station located within an industrial park, provided the uses are located within the same building. (CB-92-2001)

Approved Subregion 4 Master Plan and Sectional Map Amendment

531

Provided: (A)

The retail center is built and has one or more approved occupancy permits prior to October 1, 2001;

(B) The retail center lies on property that adjoins land in the R-18 Zone and has frontage on a road classified as an arterial on the applicable Master Plan; and (C) No food or beverage store may occupy more than ten thousand (10,000) square feet or one-third (1/3) of the property’s net leasable building space, whichever is less. (CB-93-2001) 44

Except for new vehicle sales lots, the use shall be located on a tract of land containing a minimum of twenty-five thousand (25,000) square feet. All such uses on property less than twenty-five thousand (25,000) square feet in existence on September 1, 2002, may not be certified as nonconforming uses and must cease operations on or before August 31, 2005. (CB-33-2002)

The property shall lie within one-quarter (1/4) mile of an existing mass transit rail station operated by the Washington Metropolitan Area Transit Authority (WMATA). Permits may not be issued for the commercial parking structure until the Planning Board approves a Detailed Site Plan, as required in the I-3 Zone. The Planning Board shall find: (A)

The site plan meets all I-3 Zone requirements;

(B) The proposed parking structure will not prevent the achievement of Transit Oriented Development goals in the neighborhood surrounding the WMATA station; and (C) The location and design of the parking structure provide for ample pedestrian ways, landscaping, lighting, and other amenities, to create direct and pleasant connections between the structure and the WMATA station. All commercial parking lot or garage operations on the property shall cease by September 1, 2008. (CB-43-2002) 46

A Class 3 fill in existence as of October 7, 2003 that is operating pursuant to any validly issued grading permit, and is not in violation, shall be permitted to continue in operation as a matter of right, but is limited to the fill area established by any previously issued grading permit, not to exceed two (2) renewals of the permit. Those fill operations that are in violation on October 7, 2003 have until December 31, 2003 to comply, or their permit is void. (CB-8-2003; CB-87-2003)

Provided: (A)

The property is located on and inside the Capital Beltway at an existing interchange with said Beltway;

(B) The site contains a minimum of eighty (80) acres that is split-zoned I-3, I-1, and R-R, with not more than twenty percent (20%) zoned R-R; (C)

The property is proposed for employment uses in the most recently approved applicable Master Plan;

(D)

A Detailed Site Plan shall be approved in accordance with Part 3, Division 9, of this Subtitle; and

(E) The site plan shall include at least two (2) stores containing one hundred thousand (100,000) square feet or more of gross floor area. (CB-65-2003; CB-19-2005) 48

Subject to the approval of a Detailed Site Plan in accordance with Part 3, Division 9, of this Subtitle. (CB-70-2004)

532

Zoning Change Maps Sectional Map Amendment

Provided: (A)

The use is located within a development with no less than fifty (50) acres included in the Preliminary Plan.

The development adjoins properties in the I-1 and I-2 Zones and a railroad right-of-way at the time of (B) Preliminary Plan approval. (C)

The development shall not be subject to the requirements of Section 27-471(f)(2) or (g).

The development shall comply with the regulations applicable to the I-1 Zone set forth in Section 27-474, (D) except that the setback from any residentially-zoned property shall be fifty (50) feet. (E) The development shall be subject to the approval of a Detailed Site Plan, but not a Conceptual Site Plan. Noise, landscaping, buffering or uses from adjoining residential properties, and preservation and interpretation of any archeological or paleontological resources shall be addressed at the Detailed Site Plan stage. (F) Outdoor storage is prohibited unless approved on a Detailed Site Plan and screened from surrounding properties. (CB-92-2004) 50

Permitted use without the requirement for a Special Exception provided: (A) acres;

The site on which the use is located is within an existing industrial park containing a minimum of five (5)

(B)

The site is not contiguous to any land used for residential purposes;

(C)

The site abuts a railroad spur; and

(D)

The site is located within the Developed Tier as described in the General Plan.

(CB-111-2004) 51

Provided: (A) The use is limited to property that has at least one hundred and fifty (150) feet of frontage on and vehicular access to at least one (1) road classified as a collector or lower classification on the applicable Master Plan and a minimum right-of-way width of sixty (60) feet; (B) A Limited Detailed Site Plan shall be approved for the use in accordance with Section 27-286(a). The site plan shall address architecture, landscaping, lighting, and infrastructure which is essential to the development of the site including streets, utilities, and stormwater management facilities; The Limited Detailed Site Plan shall demonstrate compliance with Section 27-358(a) (2),(3),(4),(5),(6),(8), (C) and (10); and (b)(1),(2), and (3); and (D) Upon the abandonment of a commercial fuel depot, all structures exclusively used in the business (including underground storage tanks), except buildings, shall be removed by the owner of the property. For the purpose of this footnote, the term “abandonment” shall mean non-operation as a commercial fuel depot for a period of fourteen (14) months after the services cease. (CB-68-2006) Does not include the sale of alcoholic beverages or hours of operation that extend beyond 10:00 p.m.

SECTIONAL MAP AMENDMENT

(CB-8-2007)

Approved Subregion 4 Master Plan and Sectional Map Amendment

533

(c) Any lawful commercial use shall be allowed on land which was classified in the I-1 or I-2 Zone on or before October 27, 1970, that was developed as an integrated shopping center having a gross floor area of at least one hundred thousand (100,000) square feet as of that date, subject to the following: (1) If the use is listed in the Table of Uses (Subsection (b) of this Section) as being permitted (P), or permitted as a (PA) or (PB) use, the use shall be allowed in accordance with the provisions of this Section applicable to that use; (2) If the use is listed in the Table of Uses for the Commercial Zones (Section 27-461(b)) as a use permitted by Special Exception (SE) in the C-S-C Zone, the use may only be allowed in accordance with all of the provisions of this Subtitle applicable to the C-S-C Zone (including the approval of a Special Exception for the use), even though the property is classified in the I-1 or I-2 Zone, unless the use is otherwise allowed in Subsection (b) of this Section. (CB-28-1984; CB-33-1984; CB-50-1984; CB-71-1984; CB-84-1984; CB-94-1984; CB-108-1984; CB-19-1985; CB-641995)

534

Zoning Change Maps Sectional Map Amendment

Urban Design Standards and Guidelines

4 M A S T E R

Introduction The Development District Overlay Zone (DDOZ) shall be superimposed over the five focus areas within the Subregion 4 Master Plan. The DDOZ will ensure that development or redevelopment within the following areas will become vibrant, pedestrian-friendly, mixed-use environments: ■■ Martin Luther King Jr Highway and Glenarden City Revitalization. ■■ Central Avenue between Norair Avenue and Brightseat Road Redevelopment.

P L A N

■■ Sheriff Road and Eastern Avenue Redevelopment. ■■ Sheriff Road and Martin Luther King Jr Highway Redevelopment.

■■ Martin Luther King Jr Highway/Seat Pleasant/ Fairmount Heights Revitalization

Concept plans for these areas are depicted in Chapter 12: Urban Design, along with descriptions Approved Subregion 4 Master Plan and Sectional Map Amendment

535

STANDARDS AND GUIDELINES

Chapter

S U B R E G I O N

of the visions, goals, policies, and strategies for future redevelopment.

■■ Street Type Standards and Guidelines

A sixth DDOZ was created for the industrial properties of Central Avenue East area. The goal of this DDOZ is to establish regulations that supplement the regulations of the underlying industrial zones. The proposed DDOZ regulations will revise the list of permitted uses and development standards and regulations regarding landscaping, screening, fencing, lighting, building intensity, and materials. The new regulations are intended to ensure that new development and redevelopment in this area will result in an attractive, low-intensity functional employment area that provides a distinctive gateway on Central Avenue to the Subregion 4 Master Plan area.

■■ Signage Standards and Guidelines

This chapter provides design standards and guidelines to supplement regulations of the I-1 and M-U-I zones for the properties located in the seven DDOZ areas described above. The design standards and guidelines define the character of the public realm within the designated sites. The standards address the following design elements: ■■ General Site Standards and Guidelines

■■ Industrial Screening and Buffering Standards and Guidelines ■■ Building Envelope Standards and Guidelines

■■ Architectural Standards and Guidelines ■■ Landscape Standards and Guidelines

■■ Parking and Loading Standards and Guidelines

All new development, redevelopment, rehabilitation, and renovation of existing structures within the DDOZ shall comply with the general intent and goals of the development district standards. All applications for subdivision, permits for the construction of façade or building additions, renovations (including signage, parking, and loading), and fencing, beyond routine maintenance and repair, in these sites shall comply to the standards. The development standards are distinguished from the guidelines by the use of the definitive terms “shall,” “must,” “may only,” and “may not” as set forth in Section 27-108.01(19) of the Zoning Ordinance. These terms mark the development standards as mandatory requirements. Development guidelines are characterized by the use of the terms “may” and “should.” The guidelines are discretionary. They are strongly recommended, however, as a means to reinforce the development vision that the standards are intended to help implement.

Example of a commercial continuous street wall.

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Map 15-1: Development District Overlay Zones in Subregion 4

Ard mo re R d

STANDARDS AND GUIDELINES

Ard wic k-

95 495

202

rk Rd bia Pa m lu o C

Sheriff Rd

La nd ov er Rd Reds kins Rd

704

Hil lR d

t Dr asan e l P Seat Development District Overlay Zone

214

332 Larc hm ont Ave

n Rd Addiso

ri ist

Ave Rollins

C of

Walker Mill Rd

Rd hie c t i R Pe nn sy lva nia

218

458 Silv er Hil l

Su itla nd

Av e

Mar lbor o Pik e

95 495

4 NORTH

ile 1m . mi 3/4 . mi 1/2 . mi 1/4 i. m 1/8

way d Park Suitlan

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General Site Standards and Guidelines Intent

The intent of the standards and guidelines is to ensure the creation of vibrant urban neighborhoods and an attractive, low-intensity functional employment area that provides a distinctive gateway on Central Avenue to the Subregion 4 Master Plan area. Building Orientation—The main entrance to a building must face the street. Buildings facing public plazas, parks, or open spaces must also have their main entrance oriented toward the public space. In the case of buildings located on corner lots, main entrances must be oriented toward the primary, more heavily traveled, street. Secondary building entrances may be placed along the side or rear façades of a building. Build-to line—The build-to line is the line to which buildings are required to be built on a lot (no setback is permitted from it, except as noted in the guidelines). Consequently, multifamily, mixed-use, and nonresidential buildings, located within the DDOZ areas, must be located along a continuous street wall defined by the build-to line (see the residential, commercial, and industrial sections of the Building Envelope Standards for specific standards). Dooryard—The area between the public right-ofway and the build-to line is the dooryard area. The dooryard area commonly contains landscaping, building encroachments, fencing, and street furniture that helps to define a streetscape outside of the right-of-way. Each property within the residential, commercial, and industrial areas of the subregion should have a combination of the elements described above in order to ensure a lively streetscape. Encroachments—Stoops, porches, bay windows, trim, eaves, arcades, balconies, chimneys, awnings, signs, and other architectural embellishments may encroach beyond the build-to line, so long as clear pedestrian passage through the public space is not impeded (see the residential, commercial, and industrial sections for specific standards of the

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Building Envelope Standards and Architectural Standards and Guidelines). Frontage Occupancy—In order to ensure that buildings spatially define streets and the public realm but still allow for building articulation, a percentage of a primary building façade must be located on the build-to line. A portion of a building façade may step back two feet from the build-to line and still count toward the frontage occupancy, so long as portions of the façade are placed on the build-to line. Lead walks—Paved walkways connecting building entry ways and courtyards to a public sidewalk must be at least four feet in width. Off-Street Parking—Surface parking lots and structures must be provided to satisfy parking demand. However, off-street parking, to the extent possible, should be strategically located either behind buildings or behind a masonry wall attached to a primary façade to minimize its visual impact on the urban environment. Service drives with drop offs and parallel parking may be allowed if room is available and as long as they do not interfere with clear pedestrian passage along the public space. Primary Façade—All façades (including the front and side elevations on a corner lot) parallel to or clearly visible from a street must be treated as a primary elevation. Secondary Façade—A façade, which does not directly face a street or public plaza, park, or open space shall be considered a secondary façade. Secondary façades must be articulated and must not have long expanses of blank wall. Sidewalks—Public sidewalks shall be at least four feet in width to allow for clear pedestrian passage. Utility Connections and Service Areas—Site utility structures and service areas, such as trash enclosures, should not be visible from the street. If these features must be placed near the public street or other spaces, they shall be screened from direct public view.

Intent

A. Residential Types

The building envelope standards ensure that building forms, through siting, create attractive, lively, and inviting pedestrian-friendly public spaces.

The residential building type should be located primarily on secondary streets within the DDOZ.

STANDARDS AND GUIDELINES

Building Envelope Standards and Guidelines

3 stories max. (45 ft.)

Build-to Line

Principal Building

Right-of-Way

A. Building Heights Accessory Building

2 stories max. (25 ft.)

Ground Floor

9 ft. min. (floor to ceiling)

Upper Floor

Upper Floors

8 ft. min. (floor to ceiling)

Ground Floor

Lot Width (Townhouse)

Upper Floor

B. Lot Dimensions

22 ft. min.

Lot Width (Single-Family) 37 ft. min.-75 ft. max. C. Lot Occupation Building Lot Coverage*

75 percent max.

D. Build-To Line And Setbacks D1. Build-to Line D2. Side Setback (Townhouse) min./max.

25 ft. from the back of the curb 0 ft./7.5 ft.

D2. Side Setback (Single-Family)

7.5 ft. max.

D3. Rear Setback

5 ft. min.

Frontage Occupancy Porch

D3 Buildable Area D2

50 percent min.

E. Encroachments

Stoop

Bay Window

Other Architectural Elements**

6 ft. min.–8 ft. max. 4 ft. min.–8 ft. max. 3 ft. max.

Permitted

* Tuck Under Townhouse units do not have to meet the building lot coverage requirement. ** Other architectural elements, such as trim, eaves and chimneys, shall not have a minimum encroachment dimension.

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B. Mixed-Use, Commercial, and Institutional Types

Principal Building*

4 stories max. (60 ft.)

Accessory Building (if applicable)

2 stories max. (25 ft.)

Ground Floor (One-story Commercial Building)

14 ft. min. (floor to ceiling)

Ground Floor (Multistory Building)

12 ft. min. (floor to ceiling)

Upper Floors

8 ft. min.

Right-of-Way

A. Building Heights

Buid-to Line

The mixed-use, commercial, and institutional building types shall be located predominantly along primary mixed-use and secondary streets within the DDOZ.

Upper Floor Upper Floor Upper Floor Ground Floor

B. Lot Dimensions Lot Width

30 ft. min. C. Lot Occupation

Building Lot Coverage*

75 percent max.

D. Build-To Line And Setbacks D1. Build-to Line

18 ft. from the back of curb

Buildable Area

D3 D2

D2. Side Setback min./max. 0 ft./10 ft. D3. Rear Setback min./max 0 ft./10 ft. Frontage Occupancy**

80 percent min.

E. Encroachments Awnings and Canopies Bay Window

3 ft. max.

Other Architectural Elements***

Permitted

Balcony

540

4 ft. depth min.

3 ft. min.

Part V: Plan Implementation Urban Design Standards and Guidelines

A solely commercial or institutional building may be one story in height.

A masonry wall may be used to help meet the frontage occupancy requirement when attached to a primary building.

*** Other architectural elements, such as trim, eaves, and chimneys, shall not have a minimum encroachment dimension.

STANDARDS AND GUIDELINES

C. Industrial The industrial building type should be located primarily on secondary streets within the area.

3 stories max. (45 ft.)

Ground Floor (OneStory Industrial Building)

14 ft. min. (floor to ceiling)

Ground Floor (Multistory Building)

12 ft. min. (floor to ceiling)

Buid-to Line

Principal Building

Right-of-Way

A. Building Heights

Upper Floor Upper Floor Ground Floor

8 ft. min. (floor to ceiling)

Upper Floors

B. Lot Dimensions Lot Width

N/A C. Lot Occupation

Building Lot Coverage

40 percent min.

D. Build-To Line And Setbacks D1. Build-to Line

20 ft. from the back of curb

Buildable Area

D3 D2

D2. Side Setback min./ 0 ft.-10 ft. max. D3. Rear Setback

Frontage Occupancy**

20 ft. min.

60 percent min.

E. Encroachments Other Architectural Elements*

Permitted

* Other architectural elements, such as trim, eaves, and chimneys, shall not have a minimum encroachment dimension. ** A masonry wall may be used to help meet the frontage occupancy requirement when attached to a primary building.

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Street Type Standards and Guidelines Intent

A hierarchy of streets, tied to the uses along the street, create varied and interesting public spaces that promote a walkable pedestrian-friendly environment. The following four street types shall be used throughout the focal area: ■■ Primary Mixed-Use Street ■■ Secondary Street ■■ Tertiary Residential Street ■■ Alley or Lane

4’ WIDE DESIGNATED BIKE LANE

4’ MIN 10’ MIN

6’

PARKING LANE

6’ 8’

4’

11’

12’

11’

4’

8’

4’ MIN 10’ MIN

A. Typical Primary Mixed-Use Street Primary mixed-use streets provide frontage to commercial and mixed-use development. Buildings shall align along the build-to line. Streets shall have wide sidewalks with high-quality material and finishes that accommodate high volume pedestrian traffic and street furniture. Trees shall be located in tree pits with or without grates.

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R.O.W. LINE

+/- 100’ R.O.W.

Sidewalk 1. Six-foot tree pit area 2. Four to six-foot clear walkway 3. Eight-foot dooryard Street 1. Four travel lanes @ 11 feet each 2. Two bicycle lanes @ 4 feet each 3. Two parking lanes @ 8 feet each 4. Minimum 12-foot median (if used)

STANDARDS AND GUIDELINES

B. Typical Secondary Street Secondary streets provide frontages to mediumdensity, multifamily residential and mixed-use developments. Buildings shall align along the build-to line. Streets shall have wide sidewalks with high-quality material and finishes that accommodate medium volume pedestrian traffic and some street furniture. Trees shall be located in tree pits with or without grates.

Sidewalk 1. Six-foot tree planting strip 2. Four to six-foot clear walkway 3. Eight-foot dooryard Street 1. Four travel lanes @ 11 feet each 2. Two bicycle lanes @ 4 feet each 3. Two parking lanes @ 8 feet each

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C. Typical Tertiary Residential Street Tertiary residential streets provide frontage to medium- to low-density residential buildings. Buildings shall align along the build-to line. Residences may have porches, stoops, and bay windows that encroach beyond the build-to line. Streets shall have narrow sidewalks. Trees shall be located in tree planting strips.

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Sidewalk 1. Six-foot tree planting strip 2. Six-foot sidewalk 3. 10-foot dooryard Street 1. Two travel lanes @ 11 feet each 2. One parking lane @ 8 feet each

STANDARDS AND GUIDELINES

D. Typical Alley or Lane Alleys or lanes shall be used for public service purposes, including trash pick up, and accessing rear-loaded garages and parking facilities. In most cases, alleys have no sidewalks. The face to face measurement of buildings shall be a minimum of 30 feet. Landscaping shall be provided within alley aprons.

Sidewalk 1. N/A Alley 1. 16-foot paved lane (may accommodate two-way traffic at slow speeds) 2. Two aprons @ 7 feet in length 3. No parking along the paved lanes

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Architectural Standards and Guidelines Intent

The architecture standards shall guide future new development, the renovation of existing structures, and promote the development of new façades that complement the existing context and add visual interest to streetscapes.

A. General Architectural Framework

1. Where redevelopment occurs within or in close proximity to existing neighborhoods, new construction shall complement the style of existing surrounding buildings.

Primary façade of a commercial property.

2. Buildings shall be sited to reinforce the build-to line and define the street wall. Buildings shall shift in massing and have variations in height, profile, and roof form, while maintaining the formal relationship of building placement to the public street frontage. 3. Encroachments that provide for exterior outdoor living spaces, such as porches, balconies, and/or roof terraces, shall be encouraged.

B. Façade Articulation

1. Buildings shall emphasize the first story and primary entrances with pedestrian-friendly architectural features. Structures greater than one-story shall be organized to have a clear base, middle, and cap to the form of the building. 2. Commercial buildings with a long façade (greater than 60 feet) shall be articulated through some combination of massing, fenestration, building openings, materials, and color. 3. New residential structures with blank walls exceeding 40 linear feet shall be prohibited. 4. Rear elevations to commercial buildings serve as important secondary entrances to businesses. These rear entrances shall be designed to create an inviting appearance that is recognizable and related to the primary façade of the business in terms of both massing and material.

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Rear façade of a commercial property.

C. Materials 1. Building façades shall be composed of one dominant facing material and one or two additional accent materials. 2. The dominant material should comprise a minimum of 60 percent of any elevation. No building should have more than three facing materials in addition to glass. 3. Primary building façades shall be faced with quality materials, such as masonry brick, natural stone, architectural precast stone or concrete, and cementitious clapboard siding. 4. Synthetic stucco and aluminum and vinyl siding shall not be permitted as a dominant building material. These materials shall only be permitted on the attached garage area of single-family residences and on side or rear façades not facing a street.

6. Wood, glass reinforced fiber concrete, synthetic wood products, fiber cement trim materials, and moulded millwork shall be permitted as trim material.

D. Fenestration Commercial

1. The proportions of windows and the alignment and rhythm of windows should replicate the façade design of the immediate surrounding architecture. 2. Windows should be primarily rectilinear in shape. 3. Fenestration shall comprise a minimum of 60 percent of the ground story façades of mixeduse, commercial, and institutional building types and a minimum of 30 percent on the upper stories of these building types. 4. Glazing shall be at least 80 percent transparent.

Residential

1. Windows shall have a vertical proportion. 2. Fenestration shall comprise a minimum of 30 percent of a façade area.

Preferred window treatment.

E. Architectural Elements

STANDARDS AND GUIDELINES

5. Reflective glass, unfinished and painted concrete masonry units, and unfinished pressure treated wood products are prohibited.

Awning/Canopies 1. Awnings shall have a metal structure or a metal structure covered with a durable, commercial grade fabric, canvas, or similar material having a matte finish. 2. If a façade is divided into distinct structural bays, such as masonry piers, awnings shall be placed within the vertical elements, rather than overlap them. 3. Awnings shall not extend more than six feet beyond the face of a building. 4. Awnings may have a front skirt; however, it shall not be scalloped. 5. Awnings shall not be backlit.

Balconies

1. Balconies shall be designed to complement the overall building façade and be proportionate to the building’s window and door openings. 2. Exposed pressure treated wood balconies shall not be permitted. Wooden balconies shall be painted, stained, or clad with an approved decorative fascia material.

Unacceptable window treatment. Balconies proportionate to building windows.

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Columns and Piers

Rooftop Utilities

1. Columns and piers break down the massing of buildings and should be considered to define individual storefronts and bays on longer building façades.

1. Visible rooftop utilities are prohibited. All roof-mounted equipment shall be screened and painted to blend with the approved roof color.

1. The main entrance to a building or storefront should be emphasized with architectural features.

Security Gates on Commercial Buildings

Doorways and Entries

2. Commercial storefront entries may be recessed. 3. Service entrances to a building shall be located at the rear of a building. 4. Entrances to upper story uses shall be located along the street but should have a secondary character to the main entry.

Door Hoods, Porches, and Stoops

1. Door hoods, porches, and stoops shall be compatible with the architecture of the building. 2. Porches shall be a minimum of six feet in depth. Stoops shall be a minimum of four feet wide and no greater than eight feet in depth.

Roof Treatment and Parapet Walls

1. Roofs may be gabled, hipped, or flat. The particular type of roof on a building should complement its architecture and that of the architecture of the surrounding area. 2. A minimum roof pitch of 1:2 shall be required for a sloped roof. 3. Buildings with flat roofs shall have cornices, and the roof shall be enclosed by a parapet wall. The parapet wall must be a minimum of 42 inches high. 4. Dormers, chimneys, and other architectural embellishments, such as cupolas and towers, may extend above the roof line. 5. Side gabled roofs with expanses greater than 40 linear feet should be articulated. Articulation may consist of dormers, front gables, cupolas, hipped roofs, or other architectural embellishment.

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2. Equipment shall be grouped and arranged in an orderly manner behind one screen. 1. Exterior security gates or burglar bars on windows and doors are prohibited. Additionally, rolled up security doors shall not be permitted. 2. Alternative means of building security including safety glass, lighting, and electronic surveillance should be considered in the place of security bars and roll-up doors over ground floor windows and doors. 3. Security screens and doors should be attractive and complement the buildings on which they are installed.

Shutters 1. The dimension of shutters must fit the dimensions of the window opening to which they are applied. 2. Shutters shall be wood, vinyl, or metal. 3. The use of shutters and awnings on the same window shall be prohibited.

Stair Towers and Fire Escapes

Shutters proportional to window openings.

1. Stair towers or fire escapes shall be allowed only on the side or rear of a building. 2. Stair towers should be semi-enclosed or enclosed with walls, glass, railings and/or a roof structure and compatible to the main building in proportion, style, and materials.

STANDARDS AND GUIDELINES

Signage Standards and Guidelines Intent

Appropriately sized and placed signage shall enhance and contribute to the architectural character of buildings within the DDOZ.

A. General

1. Building signs shall be constructed of quality materials. Only essential information, such as the name, business type, company logo, street address, phone number, and hours of operation of the business or retail establishment may be displayed on the front of the building. 2. The placement of signs shall be integrated into the overall architectural design of the building. The materials, color, style, and size of a sign shall be coordinated with the architectural features of the building. 3. Signs for multitenant buildings shall be coordinated in terms of design, placement, size, materials, and color. 4. Temporary signs, flashing or blinking signs, internally illuminated box signs, roof signs, and billboards are prohibited. However, external lighting of signs and signs consisting of individual characters shall be permitted.

B. Board Signs

1. Buildings shall be designed to include a “signage zone” above the business or retail use. Typically, this zone is located above the lintel of the window of the ground level storefront. 2. All business and/or retail buildings shall have front and/or rear entry signage that is oriented toward the pedestrian. 3. The individual tenant signage for buildings with multiple tenants shall be located at approximately the same height to create a unified look.

C. Window Signs

1. Window signs, including letters and logos, shall not obscure views into the business or retail establishment and shall not occupy more than

Examples of the placement and types of retail signage.

25 percent of the total window area in which the sign is located. 2. Window signs shall generally be centered within a primary storefront display window, doorway, or an overhead transom window. 3. There shall be a limit of one window sign per ground level building entry.

D. Blade and Banner Signs

1. Blade signs shall be no more that 16 square feet in area and shall allow for an eight-foot minimum clearance above the finished grade of the sidewalk. 2. Signs attached to buildings shall not project more than 40 inches from the vertical plane of the wall to which they are attached. 3. Blade signs shall not be attached to awnings/ canopies. 4. There shall not be more than one blade sign for each storefront tenant and upper floor business tenant, unless the premise is on a corner lot or has public entrances on two or more public rights-of-way, in which case a set of projecting signs may be erected toward the second public right-of-way. Approved Subregion 4 Master Plan and Sectional Map Amendment

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E. Awning/Canopy Signs 1. Awnings/canopies may include logos and/or text. However, they shall not be backlit.

F. Tenant Directory Signs

1. A tenant directory sign limited to six feet in height and 18 square feet per face may be placed immediately adjacent to a building in the rear yard area. 2. Information on the signage should be limited to the name and/or address of the building and list of the tenants at that location. 3. If used, tenant directory signs must be designed to reflect the architectural style of the primary signs of the building.

G. Specialty Signs

1. Specialty signs advertising special events and/or celebrating a holiday shall be allowed, so long as they provide for vehicular and pedestrian clearance.

2. Specialty signs must be affixed to light poles or between buildings and must be designed to withstand the elements (i.e., sun exposure and wind gusts). 3. Specialty signs must be removed when the special event is completed.

Landscaping Standards and Guidelines Intent

Attractive landscaping enhances the overall visual and physical character of the built environment. Additionally, landscaping can screen unattractive uses, parking areas, and mechanical equipment.

A. General

Please refer to the Prince George’s County Landscape Manual for any standards or guidelines not addressed specifically in this section of the document. 1. All plants shall conform to the American Standard for Nursery Stock as published by the American Association of Nurserymen.

Example of an awning sign.

2. Plans for development shall include separate landscape plans. The landscape plans shall address all land areas of a lot that are not covered by buildings (including lead walks, planting beds, and turf areas). Landscape plans for multifamily, mixed-use, commercial, institutional, and industrial uses are to be developed or approved by a registered landscape architect and drawn based on a site development plan. 3. A plant list shall be included on landscape plans and shall specify the plant species (botanical and common name), size/caliper, spacing, quantity, construction details (for trees, shrubs, evergreens, and street trees), and the method of irrigation and illumination. 4. Plant material should be utilized to provide shade; define outdoor spaces; screen, buffer, or enhance views; help define entrances; and accentuate individual developments.

Specialty sign affixed between buildings.

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5. Plantings should help mitigate climatic conditions by shading the southern exposure of buildings when feasible.

7. Landscaping and streetscape amenities, including plantings, lawns, fencing, and furniture, should be used to distinguish public from private space. 8. For the intent of the industrial screening and buffering standards and guidelines, the boundary streets shall be referred to as perimeter streets. 9. In industrial areas, plants placed along street frontages and in bufferyard areas are subject to many adverse conditions and are not likely to receive consistent care. Accordingly, plant varieties that require little maintenance and tolerate such conditions as sun, wind, drought, glare, reflected heat, salt, and chemicals should be selected. If trees or shrubberies die, they must be replaced with a plant material similar to the remaining live screening material.

B. Street Trees

1. Street trees, which must be of a droughtresistant native species, shall be planted on average a minimum of 35 feet on center along planting strips or in tree grates of street rights-

Example of a commercial private frontage.

of-way (Please refer to the Prince George’s County Landscape Manual for acceptable street tree species). Where necessary, spacing allowances may be made to accommodate curb cuts, fire hydrants, and other infrastructure elements. However, at no location may the spacing exceed 35 feet on center.

STANDARDS AND GUIDELINES

6. When properties are developed, stands of existing healthy trees should be preserved to the greatest practical extent. Damaged, decayed, or deceased trees should be removed to protect remaining trees.

2. At planting, street trees shall be at least three inches in diameter and at least 10 feet in overall height.

C. Shade and Ornamental Trees

1. Shade trees shall be planted a minimum of one shade tree per ten surface parking spaces with a minimum of two shade trees per landscaped median strip. 2. Surface parking lots shall have no more than two bays of parking without a continuous planted median. 3. Two ornamental trees may be substituted for one shade tree (or vice versa) in surface parking lots.

D. Dooryard Area

1. The private frontage area between the public right-of-way and the build-to line shall be

Example of a residential private frontage. Approved Subregion 4 Master Plan and Sectional Map Amendment

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treated in specific ways, depending on the adjacent building type use. 2. Mixed-use, commercial, and institutional private frontages shall be composed primarily of hardscape and may have planters and street furniture. 3. Private frontages that are primarily residential in character shall be composed of sod, shade and ornamental trees, planting beds, and some hardscape.

E. Ground Cover

1. A minimum of 15 percent of the green area of a commercial, office, retail, business, or industrial parcel or lot shall consist of planting beds with shrubs, flowers, or ground cover. For building parcels with large undisturbed areas, this requirement will be based on the disturbed area. 2. For residential properties, a minimum of ten percent of the green area of a lot or parcel shall consist of planting beds with shrubs, flowers, or ground cover.

F. Open Space

1. A minimum of 15 percent of any residential development site must be dedicated for open space. Preferably, the open space should be located around existing mature trees.

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3. Urban open spaces and pocket parks should be incorporated into the plan. These open spaces shall be planted with shade and flowering trees, evergreen shrubs, and other appropriate landscaping to provide shade, increase air quality, and treat stormwater, as well as add visual interest along streetscapes.

G. Trails/Pathways

1. Trails and pathways shall be provided through naturalized public spaces and common areas that circulate throughout, and connect to, the public sidewalks. 2. Great care shall be given to the placement of trails to ensure that their design will not disturb environmentally sensitive areas.

H. Landscape Elements

Streetscape Enhancements 1. Streetscape enhancements (including, but not limited to street furniture, planters, trash receptacles, decorative paving, sculpture/ artwork, and bus shelters) shall be placed in an appropriate location for all future nonresidential development. 2. Placement of streetscape enhancements shall not interfere with clear pedestrian passage in the public space.

2. Open space requirements should be used to establish natural greenways that protect and restore wetlands, provide habitats, allow for the conservation and growth of natural vegetation, and provide opportunity for pedestrian and bicycle pathways.

3. The color and style of streetscape enhancements shall complement and coordinate with future development.

Residential pocket park.

Bicycle rack.

Part V: Plan Implementation Urban Design Standards and Guidelines

4. All proposed streetscape enhancements shall be indicated on detailed site plan submittals and

Bicycle Parking

1. Bicycle parking shall be adequately provided throughout the DDOZ area primarily along primary mixed-use and secondary mixed-use streets for safe and convenient temporary storage. 2. One bicycle parking space shall be provided for every 20 vehicular parking spaces. 3. Bicycle parking shall be located within 50 feet of main entrances to multifamily, mixed-use, commercial, and institutional buildings, and have direct access to public rights-of-way. 4. Bicycle parking areas shall not obstruct sidewalks or walkways.

3. Fences must either be wood or metal. No plastic, vinyl, or chain-link fences shall be permitted on properties within the DDOZ.

STANDARDS AND GUIDELINES

shall include information on location, spacing, quantity, construction details, and methods of illumination.

Retaining Walls

1. Retaining walls may be necessary to grade individual lots or parcels. Such walls shall match or be compatible with the architectural elements of the primary buildings on the lot. 2. Retaining walls at the sidewalk shall have a maximum height of 30 inches. 3. Bare, poured concrete, wood posts and timber ties, and modular concrete retaining walls shall not be permitted in a front or side yard visible from a public street.

Fences and Walls in Industrial Areas

1. Fences and walls shall be constructed of durable materials that include pressure-treated wood, masonry, stucco, and decorative metal. The following materials shall not be used for any type of fencing and/or walls: barbed wire, razor wire, unclad cinder block, vinyl cladding, corrugated metal, corrugated fiberglass, sheet metal, wire mesh, nonpressure-treated wood, or chain link. 2. The kickboards (the lower horizontal member of a fence) of pressure treated wood fencing shall be placed at least two inches above grade, so as to prevent deterioration. The base of a wooden fence shall not rest at grade.

Fence placed at the front of the dooryard. 5. The color and style of bicycle racks shall complement new streetscape improvements.

Fences

1. Fences, with a height between 36 and 42 inches, may be permitted in the dooryard area adjacent to the public right-of-way. Privacy fences six feet in height may be placed along side and rear lot lines; however, they shall not be placed in the dooryard area of the lot. 2. Front yard fencing should complement and match the vernacular of the primary structure and accessory structures on a lot.

3. Fences and/or walls shall be required around properties containing open truck and/or open storage facilities in order to ensure that the storage of materials and/or commercial vehicles are not visible at eye level (five feet) when standing from the approximate centerline of the public right-of ways adjacent to the property. Consequently, fences/walls for these types of facilities must be between six feet minimum and eight feet maximum. 4. Fences and/or walls may be used as screening material around parking lots. These fences and/ or walls should be between three and four feet in height.

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Lighting 1. Lighting shall be provided along public and private streets, alleys and access drives, public open spaces and trails, and in parking areas. 2. Pedestrian-scaled street light fixtures (at heights between 12 to 14 feet in height) should be installed in all public spaces at no more than 60-foot intervals, as measured parallel to the street. 3. Cobra head streetlights shall not be permitted. 4. The style of ornamental poles and luminaires should be coordinated with the appropriate public agencies.

I. Additional Landscaping Standards for Industrial Properties 1. A 15-foot minimum to 25-foot maximum landscaped buffer area, as measured from the back of curb, shall be provided along perimeter streets. 2. A ten-foot minimum landscaped buffer area, as measured from the edge of paving, shall be provided along internal streets. 3. Side and rear bufferyards around a property shall be at least 20 feet in width. 4. The buffer areas along perimeter streets shall be planted with trees selected from the recommended species of evergreen trees found in Appendix 3, Table A-3(d) of the Prince George’s County Landscape Manual. Evergreen trees must be at least six feet in height at the time of planting and must be placed between eight feet minimum and 12 feet maximum on center. Trees may be placed in a double staggered row, so long as the center line of each tree within the triangular grouping is between eight and 12 feet apart. 5. The buffer areas along internal streets shall be planted with evergreen trees recommended from the Prince George’s County Landscape Manual. These trees must be at least six feet in height at the time of planting, but may be placed between 12 feet minimum and 16 feet maximum on center around the edges of a property instead of eight feet minimum to 12 feet maximum. Trees may be placed in a double staggered row, so long as the center line of each

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tree within the triangular grouping is between 12 and 16 feet apart. 6. Side and rear bufferyards shall be planted with the recommended evergreen trees from the Prince George’s County Landscape Manual. These trees shall be at least six feet at the time of planting and shall be spaced between 12 feet minimum and 16 feet maximum on center. Trees may be placed in a double staggered row, so long as the center line of each tree within the triangular grouping is between 12 and 16 feet apart. 7. In addition to evergreen trees, shrubs may be provided along perimeter streets, internal streets, and bufferyard areas. If provided, shrubs should be between two to five feet in height at the time of planting and should be placed in tightly spaced groupings of at least three plants (five feet on center). The shrubs should be either evergreen, or if deciduous, have a dense, twiggy growth habit for winter screening and an attractive year-round appearance. Along perimeter streets, every fifth tree may be replaced by a grouping of shrubs, so long as the shrubs are at least four feet in height and do not expose open truck and/or open storage facilities. On an internal street and bufferyard area, every third tree may be replaced by a grouping of shrubs, so long as the shrubs are at least four feet in height. 8. Landscaped berms may be allowed along internal street edges or the side and/or rear bufferyard of a property in order to conceal uses within that property from adjacent public rights-of way and/or properties.

Parking and Loading Standards and Guidelines Intent

Surface parking lots and structures must be provided to satisfy parking demand and should be strategically located to minimize their visual impact on the urban environment.

A. General

1. The minimum surface parking spaces shall be 80 percent of the minimum required parking and

STANDARDS AND GUIDELINES

Attached garage tucked behind principal building.

Parking lot with landscaped strip between bays.

loading as stated by Section 27-568(a) of Part 11 of the Zoning Ordinance.

and institutional uses, and shall be accessed from a side street, alley, or entrance drive aisle.

2. The maximum number of surface parking spaces shall be equal to the minimum required by parking and loading as stated by Section 27568(a) of Part 11 of the Zoning Ordinance.

8. In industrial areas, surface parking lots may be located on the side of a primary building, so long as the parking lot does not exceed one parking bay and the property is not located along a primary mixed-use street.

3. The maximum number of structured parking shall be equal to 115 percent of the minimum required by parking and loading as stated by Section 27-568(a) of Part 11 of the Zoning Ordinance. 4. Buildings must meet the frontage occupancy requirements for the perimeter of a block when considering the parking requirements. 5. All private residential parking (nonmultifamily) shall be located at the rear or side of the principal building on a lot in an attached or detached garage, carport, or on a parking pad, and shall be accessed from a landscaped driveway, side street, or alley. Residential garages or carports must be recessed a minimum of six feet from the front building façade of the principal building on the lot. 6. Parking pads or tandem parking spaces in private residential areas must not block clear pedestrian passage along the adjacent right-ofway. 7. If possible, surface parking lots, structured parking, and loading areas shall be located on the interior of the block or at the rear of the property in the case of commercial, mixed-use,

9. Cross-access easements between surface parking lots shall be encouraged. 10.Parking lots and structured parking shall not dominate the streetscape, obscure building frontages, endanger pedestrians, or overwhelm the visual environment. Curb cuts should be reduced to minimize potential pedestrian/ vehicular conflict. When possible, there shall be one curb cut per block.

B. Surface Parking Lots

1. Surface parking lots shall be set back from the rear façade of nonresidential, mixed-use, or commercial structures in order to accommodate a landscape planting buffer adjacent to the building and five-foot wide walkway adjacent to the parking. 2. A 10-foot wide by 18-foot deep landscaped island with shade trees must be provided a maximum of every ten parking spaces. 3. Surface parking lots with more than two bays of parking shall be divided by a continuous landscaped strip at least ten feet in width between the third and fourth bays to accommodate shade trees and other landscape elements. Approved Subregion 4 Master Plan and Sectional Map Amendment

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Parking structure with liner retail in the base. Where possible and appropriate, landscaping strips should be greater than ten feet to provide for bio-swales.

the garage is located. However, parking garages shall not exceed the height of the surrounding buildings.

4. Surface parking lots located on the side of a principal building must have screen walls behind the build-to line that connect to the principal building and conceal the parking from the adjacent public space. The walls must be between three and three and one-half feet in height and must consist of materials similar to the primary façade of the principal building. Additionally, appropriate landscaping should be provided in front of the wall. Chain link and chain link fences with privacy slats are prohibited as a screening material.

4. When the siting of a parking structure creates a gap between the parking structure and the building it services, there shall be a minimum ten-foot-wide landscaped area between the two structures. The sides and rear of parking structures shall be screened from adjacent properties with coniferous plant material.

C. Structured Parking

1. A parking structure, adjacent to a street or other public space, shall be located at the build-to line and shall have retail/commercial liner uses on the first level fronting the street in order to create a continuous street wall along the sidewalk edge. 2. Parking structure façades visible from the street or other public spaces shall consist of highquality materials. These façades shall mimic the architecture of the adjacent buildings. Parking structures located on corner lots shall provide street quality architectural façades on both the front and side streets. 3. Parking structures shall be between two and five stories in height, depending on the site where

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D. Loading and Service Areas

1. All loading and service areas must be located in the interior of a block behind buildings. 2. Dumpsters, exposed storage areas, machinery, service areas, truck loading areas, utility buildings, air conditioning units, and other similar structures shall be screened from the view of neighboring properties and streets with walls made of the same materials, color, or style as the primary building on the lot or parcel. Additionally, landscaping must also be provided around the perimeter of the loading yard. 3. Utility areas separated from the primary building on a lot or parcel shall be enclosed by a six-foot high solid wall or fence constructed with materials compatible to the primary building. 4. The front of enclosures shall have steel swing gates for vehicular service access. A separate pedestrian gate must also be provided.

STANDARDS AND GUIDELINES

5. A wooden trash enclosure is not permitted.

E. Open Storage in Industrial Areas

Open storage, within 20 feet of the inside portion of a screening wall and/or fence for a property, may not extend above the screening wall/fence.

F. Driveways in Industrial Areas

Driveways and curb cuts to properties must be constructed of permeable or nonpermeable paving material, such as asphalt or concrete. Gravel driveway and curb cuts are not permitted.

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S U B R E G I O N

Part VI: Appendices

Subregion 4

A Plan for the Heart of Prince George’s

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Design Guidelines for the Subregion 4 Centers

4 M A S T E R

Intent In order to implement the conceptual regulating plans (Chapter 6), the following guidelines are presented. The Prince George’s Approved County General Plan identifies centers and corridor nodes in the county as existing or possible future priorities for concentrations of medium- to highintensity, mixed-use, pedestrian- and transitoriented development.

P L A N

These design guidelines are only for centers that are not subject to existing development district overlay zones (DDOZs) or transit district overlay zones (TDOZs). Existing DDOZs and TDOZs still control standards for the centers. Appendix A is intended to provide development and design guidelines for implementing the following specific goals for the centers and corridor nodes in the Subregion 4 area: Approved Subregion 4 Master Plan and Sectional Map Amendment

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APPENDIX A

Appendix

S U B R E G I O N

■■ Promote compact, mixed-use development at moderate to high densities. ■■ Ensure transit-supportive and transitserviceable development.

Awning: A cantilevered, projected or suspended cover over the sidewalk portion of the street-space. Also a roof-like covering, usually of canvas or metal, and often adjustable, placed over the sidewalk, windows, or doors to provide protection from sun and rain.

■■ Ensure compatibility with surrounding neighborhoods.

Balcony: An exterior platform attached to the upper floors of the building façade (forward of the build-to line).

■■ Require pedestrian-oriented and transitoriented design.

■■ Preserve, protect, and restore regulated environmental features in a natural state to the fullest extent possible.

■■ Preserve and protect historic and archeological resources.

■■ Apply principles of design, density, diversity, and destination in each urban neighborhood in order to fully capitalize on public and private transportation investments and minimize vehicular travel within the urban centers and corridor nodes, the county, and the surrounding region.

Definitions Where there is a conflict between these definitions and those of Subtitle 27A (where applicable), the definition of Subtitle 27A shall prevail. Abutting: Touching and sharing a common point or line; adjoining. Accessory Unit: A building (maximum footprint of 650 square feet) that is not the primary structure on a lot, that can be used as additional residential or home occupation space. Accessory Use: A use subordinate to, customarily incidental to, and ordinarily found in association with, a principal use that it serves. Adjacent: Nearby, but not necessarily abutting or adjoining. Adjoining: See Abutting. Alley Access Easement: The public right-of-way or easement for vehicles and pedestrians within a block that provides access to the rear of buildings, vehicle parking (i.e., garages), utility meters, and recycling and garbage bins. Attic Story: A habitable space within a building situated within the structure of a pitched roof and above the uppermost regular story.

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Bay or Bay Window: Generally, a U-shaped enclosure extending the interior space of the building outward of the exterior building wall/ build-to line (along its street-space side). Block: An increment of land comprising lots, alleys, and tracts circumscribed and not traversed by streets (pedestrian pathways are excepted). Blocks should be measured at the frontage lot lines (in most cases this is the build-to line). Block Corner: The outside corner of a block at the intersection of any two streets. Inside corners, where the resulting angle formed by the block face is less than 180 degrees (concave) are not considered block corners for the purposes of this document. Buildable Area: The area of the lot that building(s) may occupy, which includes the area of the lot behind the build-to line as designated by the building envelope standard. The buildable area sets the limits of the building footprint now, and in the future any additions should be within the specified buildable area. Building Corner: The outside corner of a building where the primary building mass is within an angle less than 180 degrees. Inside corners, where the exterior space of the building mass forms an angle of more than 180 degrees, are not considered building corners for the purposes of this document. Building Face: See Façade. Build-To Line (BTL): A line or plane indicated on the conceptual regulating plan, defining the street frontage that extends vertically and generally parallel to the street, at which the building should be placed. The façade should occur on the BTL. This is a requirement, not a permissive minimum. The minimum length and height of frontage that is

required at the BTL is shown on the appropriate building envelope standard.

Civic Use Buildings: Those buildings that house strictly civic uses located on sites designated on the conceptual regulating plan. Civic use buildings and publicly owned art are not subject to the building envelope standard prescriptions of this document.

Clear Walkway: An area within the sidewalk that must allow public passage and remain clear of obstructions. The clear walkway width is designated in the street type specifications. Common Access Easement: A shared easement for vehicles and pedestrians within a block that provides access to the rear of buildings or to vehicle parking (e.g., garages). Common Lot Lines: Lot lines shared by adjacent private lots.

Comparative Pedestrian Crossing: The measured distance, shown on the street type specifications, that a pedestrian would be within an automobile travel lane while crossing a street. A crossing time is calculated based on a pedestrian speed of 3.7 feet per second (a generally accepted average). This distance/time is calculated in order to provide a relative gauge of the pedestrian crossing comfort level. Corner Lot: A lot in which one side lot line is adjacent to a street. Special building placement, fencing and landscape requirements may apply.

Corridor Node: A concentrated urban mixed-use location along a specified corridor, to be developed in a mixed-use, pedestrian-oriented form. As described in the General Plan, these areas contain a higher intensity of residential and nonresidential land uses than corridors and other areas within a

Covered Sidewalk: A roofed or built structure attached to the façade and extending beyond the build-to line and over the sidewalk or square, open to the street-space except for supporting columns, piers, or arches. The area within a covered sidewalk should include a clear walkway. (See building envelope guidelines for complete specifications.)

APPENDIX A

Civic Green or Square: A public open space designated on the conceptual regulating plan. The term square is generally used to describe spaces that have more paved surface area. The term civic green is generally used to describe a formally configured small public lawn or park that is primarily unpaved. Civic greens and squares do not include active recreation structures such as ball fields and courts. See the urban space guidelines for the specific controls on squares and civic greens.

General Plan tier. The development at these nodes should be planned as transit-oriented development.

Dooryard: The area within the street-space between the façade of the building (generally the build-to line) and the clear walkway area of the sidewalk. Stoops, balconies, and for appropriate commerce uses, temporary displays, café seating, and other encroachments may be placed within the dooryard area. The dooryard area is designated in the street type specifications. Dormers: Roofed ancillary structures with windows providing light and air to habitable space within the roof. Eave Height: Eave height should be measured at the bottom of the top layer of roofing material at its outermost point from the building wall. Encroachment: An element of a building or structure that extends into a setback or yard area. It also includes an element that extends beyond the private property over an adjacent right-of-way. Equivalent or Better: A building material or construction technique that has been determined to be equivalent or better (in appearance, durability, etc.) than those expressly permitted herein. Façade (Building Face): The building elevation facing the street-space or build-to line. Building walls facing private interior courts, common lot lines, and alleys are not considered façades for the purposes of this document. Fenestration: Openings in the building wall, including windows and doors, allowing light and views between interior and exterior. Fenestration is measured as glass area (excluding mullions and similar window frame elements with a dimension greater than one inch) for conditioned space and as open area for parking structures or other unconditioned, enclosed space. First Floor: See Ground Story. Approved Subregion 4 Master Plan and Sectional Map Amendment

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Front Porch: The ground floor platform attached to the front or build-to line side of the main building. Front Yard: An open space required by certain building envelope guideline types extending across the entire width of the lot between the façade and the sidewalk. Where double frontage or corner lots exist, any required front yard should be provided on both streets. This area is contiguous with the street and includes any front porch. Front Yard Fence: The fence or wall located along and surrounding the front yard. Garden Wall: A masonry wall defining a property line or delineating a private area. A garden wall may satisfy a building envelope guideline front yard fence requirement. Ground Story: The first habitable level of a building at or above grade. The next story above the ground story is the second floor. Net Lot Area: The total contiguous area included within the lot lines of a lot excluding: ■■ Alleys, streets, and other public ways.

■■ Land lying within a 100-year floodplain or other environmentally regulated area. Open Area: See Private Open Area.

Parking Setback Line: A line or plane indicated on the conceptual regulating plan that extends vertically and is generally parallel to the build-to line. All parking should be setback behind this line, excepting where it is below grade. Pedestrian Pathway: An interconnecting paved way providing pedestrian and bicycle passage through blocks running from a street-space to another street-space, an alley, or an interior block parking area. The area within a pedestrian pathway should be a public access easement or public right-of-way. Principal Use: A use not considered an accessory use. Privacy Fence: An opaque fence along alleys and common lot lines. See the building envelope guidelines for height specifications.

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Private Open Area: The area within the buildable area and behind the parking setback line, accessible only to occupants of the particular building or site, and (primarily) open to the sky. Additional specifications for the open area may be included in each building envelope standard. Private open area should not be built upon, parked, or driven upon (except for emergency access). Regulated Environmental Features: Regulated stream, nontidal wetlands, and their associated buffers.

Side wing: The portion of a building extending along a side lot line toward the alley or rear of the lot. Stoop: An entry platform on the build-to line frontage of a building. Stoops may be roofed, but they should not be enclosed. (See the individual building envelope guidelines for specifications).

Story (Story Height): That space within a building and above grade that is situated between one floor level and the floor level next above, or if there is no floor above, the ceiling or roof above. Story height parameters are as specified by the appropriate building envelope standard. Street: A “street” is a public or dedicated right-ofway at least 24 feet in width; or a private road, right-of-way, or easement; or a proposed street right-of-way or widening shown on the applicable General Plan, functional master plan, master plan, or sector plan, or in the current Capital Improvement Program or Maryland State Consolidated Transportation Program; or on a record plat. Streets should be designated on the conceptual regulating plan and are intended to be open to public use regardless of ownership.

Street Frontage: That portion of the lot or building that is coincident with the build-to line as required by this document. Street Light: A luminaire installed on both sides of streets, along the street tree alignment line, unless otherwise designated on the conceptual regulating plan. Lighting guidelines for street-spaces and alleys should be developed to meet the minimum guidelines of the Illumination Engineering Society of North America (IESNA), with the design

criteria giving equal weight to the lighting of the pedestrian areas and the automobile areas.

Street-Space: All space between fronting build-to lines (streets, squares, plazas, pedestrian pathways, civic greens, sidewalks, parks) including any transit service operator passenger platform but not garage entries or alleys.

Street Tree Alignment Line: A line along which street trees are to be planted and street lights and other such infrastructure are to be placed. The street tree alignment line falls within the tree lawn area identified in the street type specifications as “A.” It is parallel with the street right-of-way. The street tree alignment line for center medians is their centerline. Street Wall: A masonry wall set back from the build-to line, which assists in the definition of the street-space in the absence of a building. See the building envelope guidelines for height and gate specifications. Tree Lawn: A continuous strip of soil area typically covered with grass, other vegetation, bridging pavement, or sometimes porous pavers located between the back of curb and the sidewalk, and used for planting street trees and configured to foster healthy street tree root systems. Urban Center: Those areas designated as centers in the Prince George’s County General Plan for development as mixed-use, pedestrian- and transitoriented districts of moderate to high density and intensity. Urban centers comprise one or more urban neighborhoods. Urban Neighborhood: A defined area of buildings around a framework of interconnected blocks, streets, squares and civic greens within a designated urban center. They are mixed-use neighborhoods of 20 to 100 contiguous acres with an urban intensity and character, bounded and physically defined by large-scale streets or regulated environmental

Where Clearly Visible from the Street-Space: Many requirements of this document apply only where the subject is “clearly visible from the street-space.” (Note that the definition of streetspace includes squares, civic greens, parks, and all public space except alleys and common drives.) A building element more than 30 feet from the build-to line or street-space is by definition not clearly visible from the street-space (such as elements facing a common lot line more than 30 feet away from a build-to line or street). Also, common or party walls are by definition not clearly visible from the street-space. This does not exempt vehicle parking lots or parking structures from any building envelope guidelines requirements.

APPENDIX A

Street Tree: A tree required per this document and listed in the Prince George’s County Landscape Manual that is of a proven hardy and droughttolerant species and large enough to form a canopy with sufficient clear trunk to allow traffic to pass under unimpeded.

features. Smaller urban neighborhoods may exist due to environmental constraints.

Conceptual Regulating Plan Intent—The conceptual regulating plan should be used for implementing the development of urban centers and corridors under this document. Conceptual regulating plans allocate the building envelope guidelines, public spaces, and street types within each urban neighborhood or center and provide specific information for the disposition of each building site. The conceptual regulating plan also shows how each site relates to adjacent streetspaces, the overall urban neighborhood, and the surrounding neighborhoods. Conceptual regulating plans organize urban neighborhoods into five distinctive street frontage types. They are as follows: General—This is the basic urban street frontage, common in cities across the United States until the recent past. The uses are not specific, ranging from commercial to residential, retail to civic, or some combination of all of the above. The primary form is that of multistory buildings placed directly at the sidewalk, with windows across the façade, with the buildings lined up shoulder to shoulder. The building elements (e.g., shopfronts, stoops, balconies, etc.) vary, depending on the uses. These are sometimes called “background” buildings. They are the primary building blocks of an urban center. Storefront—The storefront frontage is a variation on the general frontage type. The uses for storefront Approved Subregion 4 Master Plan and Sectional Map Amendment

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are highly skewed toward retail. Storefronts are primarily placed at the back edge of the sidewalk. This frontage type is ideal for lining large footprint buildings, such as an office building, big-box retail, or a parking garage. The façades of storefronts are broken into smaller pedestrian-scaled sections and can activate an entire block length through multiple smaller retail uses (and entrances). Townhouse/Small Apartment—The small apartment frontage is a less-intensive neighborhood building block, typically three to four stories with regular entrances every 50-75 feet along the build-to line. It is predominantly residential in character. Although a significant percentage of the building façade will sit at the build-to line, the entire block frontage/street wall may be more irregular, with projecting bays, balconies, or similar

elements. This frontage is commonly used to transition between the more intense core of an urban center and adjacent residential neighborhoods.

Workshop—The workshop frontage accommodates small-scale service, manufacturing and repair uses, including artisan spaces, within an urban form. These structures are of limited height and are built to align the front edge of the sidewalk. Exterior work and loading areas are confined to rear yards at the center of the block. Detached—The detached frontage generally consists of single-family houses with small front, side and rear yards along a tree-lined street. Structures are typically two to three stories in height with pitched roofs and porches. This frontage is not common in an urban center. It is intended

Exhibit A-1: Sample Conceptual Regulating Plan and Key

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exclusively for the edges of centers that abut existing residential neighborhoods. The application of these frontages varies according to the type of urban center designation in the 2002 General Plan. The following table shows the four urban center designations and their corresponding guidelines that are found in this document: Guideline UC-1 UC-2

Urban Node Center

UC-4

Community Center

UC-3

Sample Conceptual Regulating Plan. Shown below is a sample conceptual regulating plan and key.

Building Envelope Guidelines Intent—The goal of the building envelope guidelines is the creation of a vital and coherent public realm through the creation of good street-space. The intent of these form guidelines is to shape the street-space including the specific physical and functional character of the area. The placement and form controls on building frontages work together to frame the street-space while allowing the buildings greater latitude behind their façades. The building envelope guidelines aim for the minimum level of control necessary to meet this intent. The building envelope guidelines set the basic parameters governing building construction, including the building envelope (in three dimensions) and certain required or permitted functional elements, such as colonnades, stoops, balconies, front porches, and street walls. The building envelope guidelines establish the rules for development and redevelopment on private lots, unless otherwise indicated on the conceptual regulating plan. The conceptual regulating plan identifies the building envelope guidelines for all private building sites within the area.

Transitions—When the building envelope guidelines’ designation shown on the conceptual regulating plan changes along a property’s BTL, that property owner has the option, for his property’s street frontage only, of applying either of the building envelope guidelines for a maximum additional distance of 50 feet in either direction along the BTL.

APPENDIX A

Urban Center Designation Metropolitan Center Regional Center

General Provisions—The following apply to all building envelope guidelines, unless expressly stated otherwise within individual building envelope guidelines or as designated on the conceptual regulating plan.

Façade Composition—Façade composition is the arrangement and proportion of façade materials and elements (windows, doors, columns, pilasters, bays). 1. Façades along the BTL should present a complete and discrete vertical façade composition (i.e., integral architectural articulation to maintain and protect a humanscale for the street-space) at an average street frontage length of no greater than 60 feet for storefront frontage sites; 75 feet for general and small apartment/townhouse frontage sites; and 100 feet for workshop and detached frontage. This standard should be measured for each block face. 2. Each façade composition should include a functioning street entry door. This requirement may be satisfied through the use of liner shops for large floor-plate buildings. Individual infill projects on lots with frontages of less than 100 feet are exempted from the overall façade composition requirement but should still include a functioning street entry. 3. To achieve a complete and discrete composition within a single building frontage requires, at a minimum, Item A below and two additional items: A Clearly different ground story façade composition (both materials and fenestration proportions).

B. Clearly different window proportions (minimum difference 20 percent).

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C. Clearly different façade composition (clearly different ‘bay’ rhythm, e.g. ‘ABA’— ‘ABBA’—‘BAAB’—‘ABCBA’).

conceptual regulating plan, that portion of the structure should not exceed the building’s primary ridge or parapet height.

E. Clearly different fenestration percentage, with a minimum difference of 12 percent. Ground floor façades are exempt from this provision.

Siting

D. Clearly different wall material (color changes should not be considered as different wall materials).

Neighborhood Manners—For any building envelope guidelines frontage except detached and small apartment/ townhouse, the following rules apply:

1. Where a site has a common lot line with a single-family residential property, there should be a 40-foot setback for any structures. 2. Where a site abuts or is adjacent to (having only an alley between) a single-family residential property, a garden wall four to six feet in height should be constructed on that site within one foot of the common lot line or alley. 3. Where a site is located within 50 feet of an existing single-family residential zoning district, the maximum eave or parapet height for that portion of the site should be 32 feet. This requirement supersedes the minimum story height requirement. Height The height of all buildings is measured in stories, with an ultimate limit in feet, measured relative to the fronting sidewalk elevation, unless otherwise designated in this document. Attic stories are permitted for all sites and do not count against the maximum story limit. Attic stories may have only dormer windows on the BTL façade. If an individual story exceeds the maximum floor-to-floor height, it should be counted against another story, and no individual building height may exceed the building envelope guidelines’ prescribed ultimate height. Where a parking structure is within 40 feet of any building constructed after approval of the

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The prescribed minimum story clear height should be met for at least 80 percent of the area of the specified story. 1. The building façade should be built to the BTL within 30 feet of a block corner. 2. A street wall should be required along any BTL frontage that is not otherwise occupied by a building, except for detached frontages. The street wall should be located not more than eight inches behind the BTL. 3. The BTL designated on the conceptual regulating plan should be considered an area spanning an additional 18 inches into the lot, as allowance for jogs, façade articulation, etc. unless otherwise designated herein. 4. Buildings may only occupy that portion of the lot specified as the buildable area behind the BTL as designated by the building envelope guidelines. 5. No part of any building may be located outside of the buildable area except overhanging eaves, awnings, shopfronts, bay windows, or balconies. No part of any building may contain overhanging eaves within a regulated environmental feature. 6. No part of any building may be located outside of any designated boundary line except steps, overhanging eaves, or awnings. 7. There is no required setback from alleys. On lots without alley access, there should be a minimum 25-foot setback from the rear lot line. 8. There are no side lot setbacks, except as specified in the Neighborhood Manners section (above) or in the building envelope guidelines. 9. The parking setback line is 30 feet behind the BTL and extends vertically as a plane unless otherwise indicated on the conceptual regulating plan or building envelope guidelines. Vehicle parking should be located behind the parking

setback line, except where parking is provided below grade, on-street, or otherwise indicated on the conceptual regulating plan.

APPENDIX A

Corner lots and through lots should satisfy the build-to and frontage requirements for all their designated frontages, unless otherwise specified in this document. Civic Use Buildings—When designated on the conceptual regulating plan, civic use buildings are exempt from the building envelope guidelines, excepting any provisions that concern adjacent single-family detached districts.

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General Frontage

Height Building Height The building should be: UC-1: 4 stories minimum, 10 stories and 160 feet maximum. UC-2: 3 stories minimum, 8 stories and 130 feet maximum. UC-3: 3 stories minimum, 6 stories and 97 feet maximum. UC-4: 2 stories minimum, 5 stories and 85 feet maximum.

Ground Story Height: Commerce Uses

The average ground story finished floor elevation should be equal to the exterior sidewalk elevation in front of the building, to a maximum finished floor elevation of 18 inches above the sidewalk. The ground story should have at least 18 feet of clear interior height (floor to ceiling) in the area and 15 feet in all other UC districts contiguous to the BTL frontage for a minimum depth of 25 feet.

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The maximum ground story height is 22 feet, measured from the sidewalk to second-story floor.

Ground Story Height: Residential Units

The average finished floor elevation should be no less than three feet above the exterior sidewalk elevation at the BTL. The ground story should have an interior clear height (floor to ceiling) of at least nine feet and a maximum sidewalk to second-story floor height of 22 feet.

Upper Story Height

The maximum clear height (floor to ceiling) for stories other than the ground story is 12 feet. Each upper story should have an interior clear height (floor to ceiling) of at least nine feet. Street Wall Height. A street wall between six and 12 feet in height should be required along any BTL frontage that is not otherwise occupied by a building on the lot.

APPENDIX A

Siting Street Façade

Garage and Parking

On each lot the building façade should be built to the BTL for at least:

Curb cuts or driveways should be located at least 75 feet away from any block corner, curb cut, or another garage entry on the same block face. These requirements are not applicable along alleys.

UC-1: 80 percent of the BTL length. UC-2: 75 percent of the BTL length. UC-3: 70 percent of the BTL length. UC-4: 70 percent of the BTL length. Within seven feet of the block corner, the ground floor façade may be chamfered to form a corner entry.

Openings in the BTL for parking garage entries should have a maximum clear height no greater than 16 feet and a clear width no greater than 22 feet.

Buildable Area

A contiguous private open area equal to at least ten percent of the total buildable area should be preserved on every lot. Such contiguous open area may be located anywhere behind the parking setback, at or above grade. Approved Subregion 4 Master Plan and Sectional Map Amendment

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Elements Fenestration Blank lengths of wall exceeding 20 linear feet are prohibited on all BTLs. Ground story façade fenestration should comprise between 40 and 90 percent of the façade. Upper story façade fenestration should comprise between 20 and 60 percent of the façade area per story.

Building Projections

Awnings should project a minimum of five feet to a maximum of: Within one foot of the back of curb where there are no street trees, Or one foot into the tree planting area where there are street trees. Awnings that project over the sidewalk portion of a street-space should maintain a clear height of at least ten feet.

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Awnings may have supporting posts at their outer edge provided that they: Have a minimum of eight feet clear width between the façade and the support posts or columns of the awnings, and Provide a continuous clear walkway at least four feet wide running adjacent and parallel to the awning columns/posts.

Doors/Entries

At least one functioning entry door should be provided along each ground story façade at intervals not greater than 75 linear feet.

Street Walls

One vehicle entry gate no wider than 20 feet and one pedestrian entry gate no wider than five feet should be permitted within any required street wall, to a maximum of one vehicle entry gate per 120 feet of frontage per block face.

APPENDIX A

Use Ground Story The ground story may only house commerce or residential uses. See the height specifications for specific requirements unique to each use. Overnight lodging guest rooms should meet the requirements for residential use.

Upper Stories

The upper stories may only house residential or commerce uses. No restaurant or retail sale uses should be provided in upper stories unless they are second-story extensions equal to or less than the area of the ground story use. No retail use may be provided above a residential use. Additional habitable space may be provided within the roof where the roof is configured as an attic story. Approved Subregion 4 Master Plan and Sectional Map Amendment

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Storefront Frontage

Height Building Height The building should be: UC-1: 4 stories minimum, 12 stories and 187 feet maximum. UC-2: 3 stories minimum, 10 stories and 157 feet maximum. UC-3: 3 stories minimum, 8 stories and 127 feet maximum. UC-4: 2 stories minimum, 6 stories and 103 feet maximum.

Ground Story Height: Commerce Uses

The average ground story finished floor elevation should be equal to the exterior sidewalk elevation in front of the building, to a maximum finished floor elevation of 18 inches above the sidewalk.

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The ground story should have at least 18 feet of clear interior height (floor to ceiling) in the UC-1 District and 15 feet in all other UC districts contiguous to the BTL frontage for a minimum depth of 25 feet. The maximum ground story height is 22 feet, measured from the sidewalk to second-story floor.

Upper Story Height

The maximum clear height (floor to ceiling) for stories other than the ground story is 12 feet. Each upper story should have an interior clear height (floor to ceiling) of at least nine feet.

Street Wall Height.

A street wall between six and 12 feet in height should be required along any BTL frontage that is not otherwise occupied by a building on the lot.

APPENDIX A

Siting Street Façade On each lot the building façade should be built to the BTL for at least 80 percent of the BTL length, regardless of building envelope guidelines. The ground floor façade may, within seven feet of the block corner, be chamfered to form a corner entry.

another garage entry on the same block face. These requirements are not applicable along alleys. Openings in the BTL for parking garage entries should have a maximum clear height no greater than 16 feet and a clear width no greater than 22 feet.

Buildable Area

Garage and Parking

Curb cuts or driveways should be located at least 75 feet away from any block corner, curb cut, or Approved Subregion 4 Master Plan and Sectional Map Amendment

575

Elements Fenestration Blank lengths of wall exceeding 20 linear feet are prohibited on all BTLs. Ground story façade fenestration should comprise between 60 and 90 percent of the façade. Upper story façade fenestration should comprise between 20 and 60 percent of the façade area per story.

Building Projections

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Doors/Entries

At least one functioning entry door should be provided along each ground story façade at intervals not greater than 60 linear feet.

Street Walls

APPENDIX A

Use Ground Story The ground story may only house commerce.

Upper Stories

The upper stories may only house residential or commerce uses. No restaurant or retail sales uses should be provided in upper stories unless they are second-story extensions equal to or less than the area of the ground story use. No commerce use may be provided above a residential use. Additional habitable space may be provided within the roof where the roof is configured as an attic story.

Approved Subregion 4 Master Plan and Sectional Map Amendment

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Townhouse/Small Apartment Frontage

Height Building Height The building should be: UC-1: 4 stories minimum, 4 stories and 65 feet maximum. UC-2: 3 stories minimum, 4 stories and 58 feet maximum. UC-3: 3 stories minimum, 3 stories and 47 feet maximum. UC-4: 2 stories minimum, 3 stories and 47 feet maximum. A side or ancillary structure should be no higher than 18 feet, measured to its eaves or parapet.

Ground Story Height

The average finished floor elevation should be no less than three feet and no more than eight feet above the exterior sidewalk elevation at the BTL.

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The ground story should have an interior clear height (floor to ceiling) of at least nine feet. The maximum ground story floor to ceiling height is 16 feet.

Upper Story Height

The maximum clear height (floor to ceiling) for stories other than the ground story is 12 feet. Each upper story should have an interior clear height (floor to ceiling) of at least nine feet. Street Wall Height. A street wall between four and eight feet in height should be required along any BTL frontage that is not otherwise occupied by a building on the lot.

APPENDIX A

Siting Street Façade

Garage and Parking

On each lot the building façade should be built to the BTL for at least 70 percent of the BTL length, regardless of the building envelope guidelines.

Curb cuts or driveways should be located at least 75 feet away from any block corner, curb cut, or another garage entry on the same block face. These requirements are not applicable along alleys.

For buildings with front porches, the dooryard/ clear walkway line should serve as the BTL and the front porch should be built to the dooryard line. For this situation only, the façade may sit behind the BTL, as determined by the required front porch depth. The building façade should be built to the BTL within 20 feet of a block corner.

Buildable Area

A contiguous private open area equal to at least 20 percent of the total buildable area should be preserved on every lot. Such contiguous open area may be located anywhere behind the parking setback, at or above grade.

Garage doors/entries should not be provided on the BTL/façade.

Frontage Widths

The minimum lot width is 18 feet, the minimum depth is 80 feet. Although there are no individual side lot setbacks, no building façade may exceed 120 feet of continuous building frontage. A gap of 10 to 20 feet is required between each such structure.

Approved Subregion 4 Master Plan and Sectional Map Amendment

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Elements Fenestration

Building Projections

Blank lengths of wall exceeding 15 linear feet are prohibited on all BTLs.

Each lot or ground story unit should include:

Ground story façade fenestration should comprise between 30 and 70 percent of the façade. Upper story façade fenestration should comprise between 20 and 60 percent of the façade area per story. No window may face or have direct views toward a common lot line within 20 feet unless: That view is contained within the lot (i.e., by a privacy fence/garden wall, or The sill is a least six feet above the finished floor level.

A stoop of not more than five feet deep and six feet wide (not including steps), or A front porch, between 8 and 10 feet deep with a width not less than 12 feet, at the dooryard/ clear walkway line.

Doors/Entries

Each BTL/façade ground story unit should provide a functioning entry door with direct street access. One vehicle entry gate no wider than 18 feet and one pedestrian entry gate no wider than five feet should be permitted within any required street wall, to a maximum of one vehicle entry gate per 120 feet of frontage per block face. A privacy fence may be constructed along any common lot line or alley, behind the BTL façade.

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APPENDIX A

Use Ground Story The ground story may only house residential uses.

Upper Stories

The upper stories may only house residential uses. Additional habitable space may be provided within the roof where the roof is configured as an attic story.

Accessory Unit

Parking and accessory unit (maximum 650 square feet) uses may be provided in the buildable area at the rear of the lot.

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Workshop Frontage

Height Building Height The building should be: UC-1: 1 stories minimum, 4 stories and 70 feet maximum. UC-2: 1 stories minimum, 4 stories and 64 feet maximum. UC-3: 1 stories minimum, 2 stories and 39 feet maximum. UC-4: 1 stories minimum, 2 stories and 39 feet maximum.

Ground Story Height

The average ground story finished floor elevation should be equal to the exterior sidewalk elevation in front of the building to a maximum finished floor elevation of 18 inches above the sidewalk.

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The ground story should have at least 11 feet of clear interior height (floor to ceiling) contiguous to the BTL frontage for a minimum depth of at least 25 feet. The maximum floor to floor height for the ground story is 25 feet.

Upper Story Height

The maximum clear height (floor to ceiling) for stories other than the ground story is 12 feet. Each upper story should have an interior clear height (floor to ceiling) of at least eight feet. Street Wall Height. A street wall between 6 and 12 feet in height should be required along any BTL frontage that is not otherwise occupied by a building on the lot.

APPENDIX A

Siting Street Façade On each lot the building façade should be built to the BTL for at least: UC-1: 80 percent of the BTL length UC-2: 70 percent of the BTL length. UC-3: 60 percent of the BTL length. UC-4: 60 percent of the BTL length The ground floor façade, within seven feet of the block corner, may be chamfered to form a corner entry.

Buildable Area

No part of any building, except overhanging eaves or awnings may occupy the area behind the boundary line. The area may be used for loading, circulation, and/or as a work yard.

A garden/street wall or privacy fence is allowed behind a boundary line on the conceptual regulating plan.

Alley

There is no required setback from the alleys, except as may be provided by boundary line on the conceptual regulating plan.

Garage and Parking

Driveways should be located at least 75 feet away from any block or another driveway or garage entry on the same block. These requirements are not applicable along alleys.

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Elements Fenestration

Doors/Entries

Blank lengths of wall exceeding 35 linear feet are prohibited on all BTLs.

At least one functioning pedestrian entry door should be provided along each ground story façade at intervals not greater than 100 linear feet.

Fenestration should comprise between 20 and 70 percent of the façade.

Building Projections

Awnings should project a minimum of five feet to a maximum of: Within one foot of back of curb where there are no street trees, or One foot into the tree lawn (where there are street trees). Awnings that project over the sidewalk portion of a street-space should maintain a clear height of at least ten feet.

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Street Walls and Privacy Fences

One vehicle entry gate no wider than 25 feet and one pedestrian entry gate no wider than five feet should be permitted within any required street wall, to a maximum of one vehicle entry gate per 100 feet of frontage. Privacy fences may be constructed along any portion of a common lot line or boundary line not otherwise occupied by a building.

APPENDIX A

Use Ground Story The ground story may only house workshop or commerce uses.

Upper Stories

The upper stories may only house workshop or commerce uses. No restaurant or retail uses should be allowed in upper stories.

Approved Subregion 4 Master Plan and Sectional Map Amendment

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Detached Frontage

Height Building Height The building should be: UC-1: 2 stories minimum, 3 stories and 45 feet maximum. UC-2: 2 stories minimum, 3 stories and 45 feet maximum. UC-3: 1 stories minimum, 2 stories and 30 feet maximum. UC-4: 1 stories minimum, 2 stories and 30 feet maximum. A side or ancillary structure should be no higher than 18 feet, measured to its eaves.

Ground Story Height

The average finished floor elevation should be no less than 30 inches and no more than 60 inches above the exterior sidewalk elevation at the BTL.

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At least 80 percent of the first story should have an interior clear height (floor to ceiling) of at least nine feet. The maximum ground story floor to ceiling height is 16 feet.

Upper Story Height

The maximum clear height (floor to ceiling) for stories other than the ground story is 12 feet. Each upper story should have an interior clear height (floor to ceiling) of at least nine feet.

Front Yard Fence

A front yard fence is suggested with a minimum height of 30 inches and a maximum height of 40 inches.

APPENDIX A

Siting Street Façade

Front Yard

On each lot the front porch should be built to the BTL for at least 33 percent of the building width.

The front yard should not be paved.

Within 20 feet of a block corner, the building façade should be 8 to 10 feet behind the BTL.

The minimum side lot setbacks should be five feet or as otherwise designated in the conceptual regulating plan.

Buildable Area.

A contiguous private open area equal to at least 25 percent of the total buildable area should be preserved on every lot. Such contiguous open area may be located anywhere behind the parking setback, at or above grade.

Lot Size

Each lot has a minimum width of 24 feet and a minimum depth of 90 feet. Each lot has a maximum width of 75 feet or two-thirds of the existing fronting lots, whichever is greater. The maximum depth is 120 feet.

Side Lot Setacks

Garage and Parking

Curb cuts or driveways should be located at least 75 feet away from any block corner, curb cut, or another garage entry on the same block face. These requirements are not applicable along alleys. Garage doors/entries should not be permitted on the BTL/façade. There should be a three-foot setback from alleys.

Approved Subregion 4 Master Plan and Sectional Map Amendment

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Elements Fenestration

Building Projections

Blank lengths of wall exceeding 20 linear feet are prohibited on all BTLs.

Each lot should include a front porch at the BTL, between eight feet and ten feet deep, with a width not less than 33 percent of the building width.

Fenestration on all façades should comprise between 25 and 70 percent of the façade. Upper story façade fenestration should comprise between 20 and 60 percent of the façade area per story. No window may face or have direct views toward a common lot line within 20 feet unless: That view is contained within the lot (i.e., by a privacy fence/garden wall, or The sill is at least six feet above the finished floor level.

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No part of any building except porch roof (overhang eaves) and steps should encroach beyond the BTL.

Street Walls

There is no street wall . A front yard fence may be placed within one foot of the clear walkway/dooryard line parallel to the BTL. Privacy fences may be constructed along any portion of a common lot line or alley behind the façade.

APPENDIX A

Use Ground Story The ground story may only house residential uses.

Upper Stories

The upper stories may only house residential uses. Additional habitable space may be provided within the roof where the roof is configured as an attic story.

Accessory Unit

Parking and accessory unit (maximum 650 square feet) uses may be provided in the buildable area at the rear of the lot.

Approved Subregion 4 Master Plan and Sectional Map Amendment

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Architectural Guidelines Intent

These architectural guidelines establish basic parameters regarding functional building element configuration and palettes for building materials. The architectural guidelines serve to establish a coherent character and encourage a high caliber, lasting quality of development. In order to establish and maintain a sense of place, these guidelines specify an architectural aesthetic of load-bearing walls and regional materials. The guidelines also specify details, such as window proportions, roof or cornice configurations, storefronts, and overhangs.

General Principles

Material Expression. All building materials to be used should express their specific properties. For example, stronger and heavier materials (masonry) support lighter materials (wood). Equivalent or Better. Although only materials, techniques, and product types prescribed here are allowed; equivalent or better practices and products are encouraged.

Where Clearly Visible from the Street-Space.

The following guidelines apply in conditions where development is clearly visible from the street-space. Note that the definition of street-space includes parks, plazas, civic squares, and civic greens, but not alleys. These controls, therefore, concentrate on the public space/views from the public space and minimize interference in the private realm.

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Building Walls

APPENDIX A

Intent—Building walls should define the public realm and the street-space. All walls should express the construction techniques and structural constraints of traditional, long-lasting building materials. Simple configurations and solid craftsmanship are favored over complexity and ostentation in building form and the articulation of details. Primary Materials—The following materials should be used (for not less than 75 percent of the building wall surface area on each façade): ■■ Brick and tile masonry.

■■ Native stone (or synthetic equivalent). ■■ Wood clapboard or shingles.

■■ Hardie-Plank™ equivalent or better siding. ■■ Stucco (cementitious finish).

Under no circumstances should vinyl siding be permitted as a building material. Secondary Materials—Only the following materials are permitted (no greater than ten percent of the building wall): ■■ Precast masonry (for trim and cornice elements only). ■■ Gypsum reinforced fiber concrete (for trim elements only).

■■ Metal (for beams, lintels, trim elements, and ornamentation only). ■■ Split-faced block (only for piers, foundation walls, and chimneys). ■■ Glass block (no closer than 30 inches to building corners).

Configurations and Techniques—The following configurations and techniques are permitted:

■■ Wall openings: The horizontal dimension of the opening may not exceed the vertical dimension except where otherwise prescribed in this document. ■■ Wall openings should not span vertically more than one story. Examples of materials used in an appropriate manner.

■■ Wall openings should correspond to interior space and may not span across building structure such as floor structural and mechanical thickness. Approved Subregion 4 Master Plan and Sectional Map Amendment

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■■ Material changes should be made with appropriate construction details for each abutting material—as where an addition (of a different material) is built onto the original building. Wood Siding and Wood Simulation Materials ■■ Siding should be in a lap (horizontal) configuration.

■■ Siding should be smooth or rough-sawn finish (no faux wood grain). Brick, Block and Stone

■■ All masonry should be appropriately detailed and in load-bearing configurations commensurate with local building traditions. Stucco (cementitious finish)

■■ Finish coat should be smooth or sand finish only, with no roughly textured finish.

Building walls help to define the public realm through use of materials.

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Roofs and Parapets Intent—Roofs and parapets should demonstrate recognition of the climate and utilize appropriate pitch, drainage, and materials in order to provide visual coherence to each urban center.

Materials—The following materials should be used:

Eaves should overhang 18 to 30 inches on the primary structure for the initial four stories. For each additional story, four inches should be added to the minimum and 12 inches should be added to the maximum, up to a maximum projection of seven feet. Eaves and rakes on accessory buildings, dormers, and other smaller structures should overhang at least eight inches.

■■ Clay or concrete (faux clay).

Timber eaves and balcony brackets should be a minimum of four inches by four inches in dimension.

■■ Slate (equivalent synthetic or better).

Buildings without visible roof surfaces and overhanging eaves are required to include a cornice.

■■ Tile (barrel, beavertail or flat roman). ■■ Metal (standing seam, equivalent or better). ■■ Dimensional asphalt shingles.

Cornices and soffits may be a combination of wood, vinyl, and/or metal. Configurations and Techniques—The following configurations and techniques are permitted: Parapet Roofs—Allowed for storefront, general, workshop, small apartment, and townhouse frontage sites where the roof material is not visible from any adjacent street-space. Where used to limit building height in this document, parapet height should be measured at the top of the parapet, including any coping. An additional three feet in height by 12 feet in width, or 15 percent of the façade, whichever is greater, is permitted for a section of the parapet to emphasize the building’s primary street entry or a block corner.

APPENDIX A

Green roofs (vegetated) are encouraged as a mechanism to manage stormwater run-off and reduce the heat generated by typical roofing materials.

Overhang

Cornices and Other Features Buildings without visible roof surfaces and overhanging eaves may satisfy the overhang requirement with a cornice projecting horizontally between 6 and 12 inches beyond the building walls on the primary structure for the initial four stories. For each additional story, three inches should be added to the minimum and 12 inches should be added to the maximum, up to a maximum projection of six feet. Skylights and roof vents are permitted only on the roof plane opposite the street (or build-to line) or when shielded from street-space view by the building’s parapet wall.

Pitched Roofs—Pitch (exclusive of roofs behind parapet walls): Simple hip and gable roofs should be symmetrically pitched with a slope between 5:12 and 10:12. Shed roofs, attached to the main structure, should be pitched with a slope between 3:12 and 8:12.

Approved Subregion 4 Master Plan and Sectional Map Amendment

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Roof types with different materials and textures give an indication of the type of use and add variety to streetscapes.

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Street and Garden Walls Intent—Property lines are physically defined by buildings, walls, or fences. Land should be clearly public or private in public view and under surveillance or private and protected. APPENDIX A

Street and garden walls establish a clear edge to the street-space where the buildings do not. These requirements include masonry walls that define outdoor spaces and separate the street-space from the private realm (e.g. parking lots, trash cans, gardens, and equipment). All street and garden wall façades should be as carefully designed as the building façade, with the finished side facing the street-space. A street wall is a masonry wall set back not more than eight inches from the build-to line or adjacent building façade and built to the height specified in the building envelope guidelines. Materials—The following materials are recommended: ■■ Native/regional stone and equivalent imitation stone.

■■ Metal (wrought iron, welded steel and/or electrostatically plated black aluminum) may be used for gates. ■■ Brick.

■■ Stucco on concrete block or poured concrete (only when a brick or stone coping is provided). ■■ A combination of materials (e.g. stone piers with brick infill panels). ■■ Wood—may be used for gates only.

Street walls, in a manner similar to buildings, help to define the public realm.

Configurations and Techniques—The following configurations and techniques are permitted: ■■ Street walls along any unbuilt build-to line should be built to the height and length specified in the building envelope standard. ■■ Metal work may additionally be treated to imitate a copper patina.

■■ Copings should project between one-inch and four inches from the face of the wall. ■■ Street and garden walls taller than four feet should be subject to the fenestration requirements of their building envelope guidelines.

Approved Subregion 4 Master Plan and Sectional Map Amendment

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Windows and Doors Intent—The placement, type, and size of windows and doors help to establish the scale and vitality of the street-space. For commercial façades, they allow interplay between the shop interiors and the street-space. Commercial uses (especially restaurants and retail establishments) benefit from exposure to the passersby and the street-space benefits from the visual activity. For residential façades, they form the “eyes on the street” surveillance that provides for the security and safety for the area, in keeping with the best practices of crime prevention through environmental design (CPTED). Windows should be divided by multiple panes of glass. This helps the window hold the surface of the façade, rather than appearing like a “hole” in the wall (an effect produced by a large single sheet of glass). Materials—Only the following materials are permitted: ■■ Window frames should be of anodized aluminum, wood, clad wood, vinyl, or steel.

■■ Window glass should be clear, with light transmission at the ground story at least 90 percent and for the upper stories 60 percent. Specialty windows, to a maximum of one per façade, may utilize stained or opalescent glass or glass block. ■■ Window screens should be black or gray.

■■ Screen frames should match the window frame material or be dark anodized. ■■ Doors should be of wood, clad wood, or steel, and may include glass panes.

■■ Shutter materials may only be painted wood or clad wood. Configurations and Techniques—The following configurations and techniques are permitted:

All Windows—The following requirements apply to all windows: ■■ The horizontal dimension of the opening may not exceed the vertical dimension except where otherwise prescribed in this document.

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■■ Windows may be ganged horizontally if each grouping (maximum five per group) is separated by a mullion, column, pier or wall section that is at least seven inches wide. ■■ Windows (not doors) should be no closer than 30 inches to building corners (excluding bay windows and storefronts).

■■ Exterior shutters, if applied, should be sized and mounted appropriately for the window (onehalf the width), even if inoperable. ■■ Window panes should be recessed behind the wall surface a minimum of three inches, except for bay windows and storefronts. Upper-Story Windows—The following requirements apply to all upper-story windows:

■■ Windows may be double-hung, single-hung, awning, or casement windows. ■■ Fixed windows are permitted only as a component of a system including operable windows within a single wall opening.

■■ Residential buildings/floors: Panes of glass no larger than 36 inches vertical by 30 inches horizontal. ■■ The maximum pane size for office uses is 48 inches vertical by 42 inches horizontal.

■■ Egress windows may be installed according to the appropriate building code. Storefront Windows—The following guidelines apply only to storefront (ground floor commerce) windows and doors: ■■ Single panes of glass should not be permitted larger than eight feet in height by four feet in width.

■■ Storefront windows may not be made opaque by window treatments, excepting operable sunscreen devices within the conditioned space. ■■ A minimum of 70 percent of the window surface should allow a view into the building for a depth of at least 15 feet. ■■ Storefronts may extend up to 24 inches beyond the façade or build-to line into the street-space.

Doors Double-height entryways that span more than one story should not be permitted.

APPENDIX A

A door may not be recessed more than three feet behind its façade or its shopfront and, in any case, should have a clear view and path to a 45-degree angle past the perpendicular from each side of the door.

Dimensionally proportioned windows and doors give a hierarchy to the public realm.

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Signage Intent—Signs along commercial frontages should be clear, informative to the public, and durable. Signs should be scaled for mixed-use, pedestrianoriented areas, and not for high-speed automobile traffic. Signage that is glaring or too large creates distraction, intrudes into or lessens the urban center experience, and creates visual clutter. General Design and Materials Wall signs are permitted within the area between the second-story floor line and the first-floor ceiling, within a horizontal band not to exceed two feet in height. In no case may this band extend higher than 18 feet or lower than 12 feet above the adjacent sidewalk. Letters may not exceed 18 inches in height or width and three inches in relief. Signs may not come closer than two feet to an adjacent common lot line. Company logos may be placed within the horizontal sign band or placed or painted within ground floor or second-story office windows. Company logos may not be larger than a rectangle of eight square feet in size. A masonry or bronze plaque bearing an owner’s or building’s name may be placed in the building’s cornice/parapet wall or under the eaves, and above the upper story windows. Any such plaque may be no larger than a rectangle of 18 square feet in size. Horizontal or vertical blade signs may be hung below the second-story level, perpendicular to the build-to line or from an overhang or awning. Horizontal or vertical blade signs should not be more than two feet by three feet in size, and should be placed with a minimum of nine feet of clear height above the sidewalk. Prohibited Signs: Billboards, freestanding pole signs, monument signs, marquees, any kind of animation, roof signs, and signs painted on the exterior walls of buildings are prohibited. No internally lit, flashing, traveling, animated, or intermittent lighting may be on the exterior of any building whether such lighting is of temporary or

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Examples of clear, informative signage.

long-term duration. Portable or wheeled signs and advertising devices located outside any building should not be permitted.

Lighting and Mechanical Equipment

Every attempt should be made to preserve the ambiance of the night by applying the appropriate fixtures in the correct locations; street lights are pedestrian-scaled and should occur along all streets but “cobra-head” highway fixtures should only occur at intersections and only when absolutely necessary for safety. All materials and equipment chosen for lighting fixtures should be durable to age well without demanding maintenance requirements. Mechanical equipment is generally any heating, ventilation and air conditioning (HVAC) or electrical machinery but also includes air compressors, mechanical pumps, exterior water heaters, water softeners, utility and telephone company transformers, meters or boxes, garbage cans, storage tanks, and similar elements. These elements should not be located in any public area or be visible from the street. Mechanical equipment should not detract or interfere with the pedestrian space or block the sight triangle at intersections. Lighting Street lights should be located between nine and 16 feet above grade with a maximum average spacing per block face of 60 feet on center on storefront frontage sites, 75 feet on general frontage sites, and 100 feet on other frontage sites along the street tree alignment line on each side of the street-space and travel lanes, unless otherwise indicated on the conceptual regulating plan. At the front of the building, exterior lights should be mounted between six and 14 feet above the adjacent grade. All lots with alleys should have lighting fixtures within five feet of the alley right-of-way. These fixtures should illuminate the alley, be between nine and 16 feet in height, and not cause glare in adjacent lots.

APPENDIX A

Intent—Appropriate lighting is desirable for nighttime visibility, crime deterrence, and decoration. However, lighting that is too bright or intense creates glare, hinders night vision, and creates light pollution.

Lighting elements should be specified to proscribe those that cast a clearly/perceptively unnatural spectrum of light (such as low-pressure sodium). LED, metal halide, or halogen elements with a spectrum of light more perceptively natural are preferred. HID or fluorescent lights (excepting compact fluorescent bulbs that screw into standard sockets) should not be used on the exterior of buildings. Floodlights or directional lights up to a maximum of 75-watt bulbs may be used to illuminate alleys, parking garages, and working or maintenance areas, but should be shielded or aimed in such a way that they do not shine into other lots, the street-space, or direct light out of any district, Flood or up-lighting should not be used to illuminate private building walls. Accent lighting may be permitted on civic buildings, historic buildings, or monuments to highlight architectural features such as church steeples or courthouse domes. Site lighting should be of a design and height and be located so as to illuminate only the lot. Flashing, traveling, animated, or intermittent lighting should not be visible from the exterior of any building whether such lighting is of temporary or long-term duration. Lighting for parking garages should consider CPTED guidelines and guidelines. Mechanical Equipment The following should be placed behind and away from any build-to line, may not be stored or located within any street-space, and should be screened from view from the street-space: ■■ air compressors ■■ mechanical pumps ■■ exterior water heaters ■■ water softeners ■■ utility and telephone company surface-mounted transformers, meters or boxes ■■ garbage cans ■■ storage tanks ■■ similar equipment. Approved Subregion 4 Master Plan and Sectional Map Amendment

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Roof-mounted equipment should be placed behind and away from any build-to line and be screened from view from the street-space.

Appropriately scaled lighting fixture and proper placement of utility connections enhance streetscapes.

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Part VI: Appendix A Design Guidelines for the Subregion 4 Centers

Urban Space Guidelines Applicability

The urban space guidelines apply to new development as well as the reconstruction of existing streets and other public (and publicly accessible) spaces. APPENDIX A

The urban space guidelines establish the rules and guidelines for the public realm, especially streets and sidewalks. Intent—Although commonly thought of as just squares, greens, plazas, or parks, the urban space (or public realm) is much more; it includes the complete street-space (the public domain between the building façades): the travel lanes between the curbs as well as the sidewalks; and the public plazas as well as urban parks and greens. The 2002 General Plan clearly encourages pedestrian-oriented development as a high priority for the developed and developing tiers and establishes pedestrian-oriented design as a goal for the designated centers and corridors. The urban space guidelines are directly related to that goal. Specifically: ■■ They establish an environment that encourages and facilitates pedestrian activity, creating “walkable” streets that are comfortable, efficient, safe, and interesting. ■■ They ensure the coherence of the street-space, serving to assist residents, building owners, and managers with understanding the relationship between the street-space and their own lots.

■■ They contribute to ultimate sustainability. Native trees and plants contribute to privacy, the reduction of noise and air pollution, shade, maintenance of the natural habitat, conservation of water, and rainwater management.

Property frontages and building façades are part of the public realm, literally forming the walls of the public street-space and are therefore subject to more regulation than the other portions of private property.

The private, interior portions of the lots (toward the alley or rear lot lines) allow commercial operators to utilize these spaces as efficient working environments unseen by the public and allow

Examples of public urban spaces. residents to have private (semi-private for apartment and condominium dwellers) gardens and courtyards. Approved Subregion 4 Master Plan and Sectional Map Amendment

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Street Type Specifications

feat typically not achieved through basic speed limit signage/postings.

The street type specifications illustrate typical configurations for street-spaces within the area. The plans and sections specify vehicular travel lane widths, curb radii, sidewalks, tree planting areas, and on-street parking configurations. They also provide a comparative pedestrian crossing time as a gauge of relative pedestrian crossing comfort between the various street types (this measure assumes a pedestrian speed of 3.7 feet per second).

Scale is a threshold design consideration for street design elements covering everything from signage to crossing distances. The scale should be that of the pedestrian rather than the automobile.

General Provisions

Intent—Streets are a community’s first and foremost public space and should be just as carefully designed and planned as any park or public building. The character of the street-space— both its scale and its details—plays a critical role in determining the pedestrian quality of a given location. “Complete streets” should balance the needs of all forms of traffic—auto, transit, bicycle and pedestrian—to maximize mobility and convenience for county residents and all users. Their character should vary depending on their location: some streets should carry a large volume of traffic and provide a more active and intense urban pedestrian experience while others should provide a less active and more intimately scaled street-space. Transportation corridors within an area are streets—not highways, arterials, or collectors—and should be developed as such to create the type of pedestrian-oriented places described in the General Plan. All neighborhood street types are designed primarily for walkability and pedestrian comfort, with automobile movement as a secondary focus. Principles The appropriate design of streets is one of the most important design elements for an urban center. To design for continuous free-flowing traffic will create situations where vehicles may travel at speeds greater than desirable for pedestrians. With appropriate design techniques, drivers may choose slower speeds and less aggressive behavior, a

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An interconnected street network allows traffic capacity to be diffused and maintained across numerous streets. Each area should contain bikeways that lead to the employment, housing, and transit destinations within that district. Larger vehicular corridors can be maintained/ located at the edges of the district between urban neighborhoods. Emergency vehicle access should be maintained, but with an interconnected street network there should always be at least two routes of access to any lot or parcel. Differences between “requirements” and “preferences” can be significant; increased lane width and the accompanying increased vehicle speed more often than not decrease the overall safety for pedestrians. On-street parking slows passing vehicular traffic and acts as a buffer between moving vehicles and pedestrians. Overall function, comfort, safety, and aesthetics of a street are more important than efficiency alone. In a pedestrian-oriented area, nonvehicular traffic should be provided with every practical advantage so long as safety is not adversely affected. Street design should take into consideration what is reasonably foreseeable, not every situation that is conceivably possible. Designing a street to facilitate (rather than accommodate) infrequent users may actually be the wrong design for the frequent users of the space. When the street design creates a conflict between the vehicular and nonvehicular user, it should be resolved in favor of the nonvehicular user unless public safety should be truly jeopardized by the resolution.

Modifications The street configurations may be modified for the strict purposes of forming public open space as required by the conceptual regulating plans for public spaces of this document.

Neighborhood Street Types General Provisions

These are the permitted street types and configurations within the boundaries of an urban neighborhood. They may also be used elsewhere within the area. ■■ Neighborhood Street 1 (NST-1)

■■ Neighborhood Street 2a (NST-2a)

■■ Neighborhood Street 2b (NST-2b) ■■ Neighborhood Street 3 (NST-3)

■■ Mid-Block Emergency Staging Area configuration ■■ Alley-24 ■■ Alley-30

The urban neighborhoods are designed to be the ideal complement to good transit service. The neighborhood street types are not configured to provide free-flow bus service as they are not intended for through routes. That is the role of the major street types.

The neighborhood street types are configured such that in-lane bicycle travel is encouraged and appropriate.

APPENDIX A

Where medians are provided for in these major street types, they may be modified (enlarged) for urban design purposes during the master planning process. Such modifications should be subject to approval by the fire marshall and other appropriate agencies if they result in one lane, one-way sections.

Within the urban neighborhoods, intersections configured as roundabouts are discouraged. They are encouraged at the edges of and between multiple urban neighborhoods, where their ability to break up and distribute traffic flow is most appropriate and least disruptive to pedestrian comfort.

Major Street Types General Provisions

These street types are the preferred guidelines for the major thoroughfares through and within an area. They are intended to border and define the urban neighborhoods and are not permitted within an urban neighborhood. Modifications to these guidelines, as proven necessary to accommodate preexisting and/or broader transportation demands, may be made during the master planning process. ■■ Major Street 1 (M-1)

■■ Multiway Boulevard 1 (MWB-1, intended for larger, regional roadways)

Both major street specifications show rail transit as an option. These are shared lane configurations that allow rail lines to be easily added in the future. The major street types provide dedicated bicycle lanes; bicycle travel in the automobile lane is not appropriate or safe.

Bus and rail transit routes should generally be between and along the urban neighborhoods, as determined during the development of a functional transportation network overlay. If the master planning process determines that a transit route should pass through an urban neighborhood, the prescribed curb radii for the given street may be modified at the point of entry and exit for the urban neighborhood. Modification is handled through the functional transportation network overlay and is reflected as a note on the conceptual regulating plan.

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17 - 22ft Pedestrian Space.

17' 22'

11'

Streetspace Min & Max 83' 93' CL

(A) Tree Lawn, (B) Walkway (C) Dooryard

BTL Dooryard

R= 30 ft

40’

Behind travel lane to first parking space.

38'

Comparative Pedestrian Crossing Dist.

Neighborhood Street: NST-1

STREETSPACE: 83 to 93 feet (per conceptual regulating plan). Sidewalk Area Elements: (A)Treelawn 6 to 8 ft, (B) Clear Walkway 9 to 10 ft, (C) DOORYARD 2 to 4 ft. Total Pedestrian Area Width, 17 to 22 ft. Travel Lanes: 2 through @ 11 feet, Center Turn Lane (Median optional): 11 feet. Intended Speed 25 to 30 mph. Comparative Pedestrian Crossing Distance 38 feet. Time 10 seconds. (All dimensions to face of curb.) Note: These drawings are for illustrative purposes only. Refer to the conceptual regulating planfor the situation specific to your site.

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APPENDIX A

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Part VI: Appendix A Design Guidelines for the Subregion 4 Centers

APPENDIX A

11 - 13ft Pedestrian Space.

11' 13'

10'

Streetspace Min & Max 56' 62'

(B) Clear Walkway (C) Dooryard

Dooryard

R= 30 ft

45' behind travel lane to first parking space.

Comparative Pedestrian Crossing Dist. 26’ C 2008 Ferrell Madden Associates L.L.C.

Neighborhood Street: NST-3

STREETSPACE: 56 to 62 feet (per conceptual regulating plan). Sidewalk Area Elements: Treelawn/Parking 8ft, (B) Clear Walkway 6 to 8 ft, (C) DOORYARD 4 to 5 ft. Total Pedestrian Area Width, 11 to 13 ft. Design Speed 20 mph or less. Travel Lanes: 2 through @ 10 feet.Comparative Pedestrian Crossing Distance 26 feet, Time 7 seconds. (All dimensions to face of curb.) Note: These drawings are for illustrative purposes only. Refer to the conceptual regulating plan for the situation specific to your site.

FML:01/10/08

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Part VI: Appendix A Design Guidelines for the Subregion 4 Centers

APPENDIX A

Residential Sites

24'

Mixed-Use Sites

30'

Rear Parking

(Garage)

(Garage) (Hypothetical Building Footprint)

(Hypothetical Building Footprint)

Hedge or Fence

16'

Hedge or Fence R= 10'

Sidewalk

Hedge or Fence

Sidewalk

ROW: 24 feet. (A) Paved Area 10-18 feet, (B) Pervious Side Areas 3-7 feet each. Throat Width 16 feet, Curb Radius 10 feet. Curb extends to the Sidewalk. Utility Easements shall be provided for the entire Alley area. Comparative Pedestrian Crossing Distance 16 feet, Time 4 seconds. (All dimensions to face of curb.)

R= 12' Sidewalk

Sidewalk

36'

Alley: 24

20 '

(Hypothetical Building Footprint)

42'

Alley: 30

ROW: 30 feet. (A) Paved Area: 14-22 feet, (B) Pervious Side Areas 4-8 feet (turf or pervious paving). Throat Width 20 feet, Curb Radius 12 feet. Curb extends to the Sidewalk. Utility Easements shall be provided for the entire Alley area. Comparative Pedestrian Crossing Distance 18 feet, Time 6 seconds. (All dimensions to face of curb.)

Note: These drawings are for illustrative purposes only. Refer to the conceptual regulating plan for the situation specific to your site.

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21 - 28ft Pedestrian Space.

21' 28'

11'

11' *

22’

Streetspace Min & Max 121'

(A) Tree Lawn, (B) Clear Walkway (C) Dooryard

135' CL

L I G H T R A I L

45'

BTL

L I G H T R A I L

Dooryard

R= 30 ft Behind travel lane to first parking space.

O P T I O N

Comparative Pedestrian Crossing Dist. 59'

Major Street: M-1

STREETSPACE: 121 to 135 feet (per conceptual regulating plan). Sidewalk Area Elements: (A)Treelawn 6 to 9 ft, (B) Clear Walkway 10 to 12 ft, (C) DOORYARD 5 to 7 ft. Total Pedestrian Area Width, 21 to 28 ft. Travel Lanes: 2 through @ 11 feet, Center Turn Lane: 11 feet (Median optional. This width may be increased, see URBAN-SPACE STANDARDS). Design Speed 25 to 30 mph. Comparative Pedestrian Crossing Distance 59 feet, Time 16 seconds. (All dimensions to face of curb.) Note: These drawings are for illustrative purposes only. Refer to the conceptual regulating plan for the situation specific to your site.

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APPENDIX A

BTL

Varies 20-25'

4' 8'

Varies

23'

L I G H T R A I L

behind travel lane to first parking space

11' 16' typ. Streetspace 182' 164'

17'

14'

15'

(A) Side Median, (B) Dooryard

BTL DOORYARD Area

L I G H T R A I L

O P T I O N

45'

12'

O P T I O N

R= 30 ft

17'

Comparative Pedestrian Crossing Dist.

66'

Multi-Way Boulevard: MWB-1

STREETSPACE: 156 to 174 feet (per conceptual regulating plan). Sidewalk Area Elements: (A) Side Median 10 to 15 ft, Clear Walkway 15 ft, (B) DOORYARD 5 to 10 ft. Total Pedestrian Area Width, 20 to 25 ft. Travel Lanes*: 2 inside through @ 11 feet, 2 outside through @ 12 feet Bicycle Lane 2 @ 4 feet, Slip Lane 2 @ 10 feet, Parking Lanes: 8 feet, Center Turn Lane/Median: 16 feet Median width may be increased, see urban space standards. Design Speed, Through Lanes 25 to 35 mph, Slip Lanes Below 20 mph. Comparative Pedestrian Crossing Distance 66 feet, Time 18 seconds. (All dimensions to face of curb.) *This may be increased to a total 6 through lanes where warranted by extreme traffic volume situations. Note: These drawings are for illustrative purposes only. Refer to the conceptual regulating plan for the situation specific to your site.

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Streetscape Guidelines General Provisions

All plant material (including trees) should pass any inspections required under state regulations. All plant material within the street-space should be irrigated and maintained by the abutting property owner. All turf grass should be solidly sodded at installation and not seeded, sprigged, or plugged. Vegetative ground covers may be used in place of turf grass. In addition to the lot, the owner should maintain the following areas: ■■ The portion of the street-space between their lot line and the back of the curb. ■■ The portion of the alley between the lot line and the edge of the alley pavement.

Mechanical and electrical equipment including, but not limited to, air compressors, pumps, exterior water heaters, water softeners, private garbage cans (not including public sidewalk waste bins), and storage tanks should not be stored or located within any street-space. Water pumps not visible are not included in this prohibition. Temporary placement of private garbage cans within the street-space may be allowed to accommodate scheduled pick-up. Street Trees Each street-space should have street trees planted along the street tree alignment line (generally 3 to 3½ feet from the back of the curb unless otherwise specified in the adopted conceptual regulating plan) at an average spacing not greater than 30 feet on center, calculated per each block face. Where necessary, spacing allowances may be made to accommodate curb cuts, fire hydrants, and other infrastructure elements; however, at no location may street tree spacing exceed 50 feet on center.

Required tree planting area minimum specifications are as follows: ■■ Soil surface area should not be less than 90 square feet per isolated tree or 60 square feet per tree for connected (tree lawn) situations.

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■■ No dimension of the soil surface area may be less than 5 1/2 feet.

These requirements may be met through the use of bridged slab, structural soil, or other techniques that clearly exceed these guidelines in the fostering of vital and long-lived street trees. Street tree planting areas should be at grade or not greater than six inches in height above or below the sidewalk At planting, street trees should be at least three inches in caliper. Species should be selected from the Prince George’s County Landscape Manual. Any unpaved ground area should be planted with grass, ground cover, flowering vegetation, or climbing vines, not to exceed 12 inches in height. Street trees should be “limbed up” as they gain appropriate maturity so as to not interfere with pedestrian or truck travel. The minimum clear height over the sidewalk should be seven feet, and the minimum clear height over travel lanes of the street should be 14 feet to maintain visibility. Streetscape Elements Street furniture is an element of the overall streetscape design, not an afterthought. Street furnishings should be simple, functional, and durable. Street lights should be installed on both sides of streets along the street tree alignment line and, unless otherwise designated on the conceptual regulating plan, at intervals of not more than 80 feet, measured parallel to the street. Street lights should be between nine and 16 feet above ground in height. At the time of development, the developer is required to install sidewalks. At the time of development, the developer is responsible for the installation of street lights and sidewalks on the side of the street-space being developed. Sidewalks not otherwise designated in the conceptual regulating plan should be a minimum of six feet wide and be constructed to meet all county and ADA specifications.

On-Street Parking On-street parking spaces should count toward parking requirements.

Parking spaces should be constructed in a manner that allows proper drainage (generally a “W” profile, having a gutter pan between the travel and parking lanes). If on-street bicycle parking is provided forward of the dooryard area, the racks should be located along the street tree alignment line.

Intent—These guidelines apply to those spaces that are either publicly owned or publicly accessible, if such spaces are being used to meet the minimum public space requirements of this document. Squares, civic greens, and plazas should be situated at prominent locations within each urban neighborhood and should be dedicated to important events or citizens. The green plants and trees of squares and civic greens provide a landscape and civic architecture that complement the surrounding private building architecture.

APPENDIX A

The parking space/tree planting pattern may be interrupted by existing or new driveways designated in the conceptual regulating plan, streets, alleys, and transit stops or stations, but at no time may street tree spacing exceed 50 feet on center except where street NST-3 curb bump-outs or driveway entrances may necessitate an increase in street tree spacing.

Squares and Civic Greens

Squares are active pedestrian centers. Civic greens are spaces intended for less intensive foot traffic. Surface treatment is regulated accordingly. Pervious paving materials (to allow oxygen for tree roots and absorb stormwater run-off ) are encouraged in both squares and civic greens, and the percentage of impervious paving material is limited. Parks, defined as natural areas or active recreation areas such as ball fields and courts, are not permitted within an urban neighborhood. They are encouraged within an urban center district at the periphery or between urban neighborhoods. Guidelines Squares and civic greens should be designed, planted and maintained according to the following requirements.

Example of a residential streetscape.

■■ All squares and civic greens should have not less than 60 percent of their perimeter fronting rights-of-way. Both types of spaces should be surrounded by street trees. Their dimensions should be no narrower than a 1:5 ratio and no square or civic green width or breadth dimension should be less than 25 feet. ■■ Appropriate to their high (pedestrian) traffic level, they should be designed with a higher percentage of paved surface area. ■■ Squares and civic greens should not include active recreation structures such as ball fields and courts.

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Materials and Configurations General

Street trees should be planted along the street tree alignment line. They may be of a different species than those planted on connecting streets. The ground surface level elevation should be between zero and 18 inches above the top of the adjacent curb. The maximum slope across any square or civic green should not exceed five percent. Except for tree trunks, street lights, civic buildings, public art, or monuments, there should be a clear view between two and eight feet above grade. The foliage of newly planted trees may intrude into this area until the tree has sufficient growth to allow such a clear trunk height. Trees within a square or civic green may also be selected from the Prince George’s County Landscape Manual. Asphalt is prohibited within a square or civic green. Squares. Appropriate to their high pedestrian traffic level, squares should incorporate a higher percentage of paved surface area. Surface treatment and materials (within the area back-of-curb to back-of-curb, excluding any civic building, public art or monument footprint) should be a minimum 20 percent and a maximum of 45 percent unpaved pervious surface such as turf, ground cover, gravel, soil, or mulch.

Civic Greens. Appropriate to their less-intensive character, civic greens should be designed with a lower percentage of paved surface area. Surface treatment and materials (within the area back-ofcurb to back-of-curb excluding any civic building, public art, or monument footprint) should be a minimum of 50 percent unpaved pervious surface area (such as turf, ground cover, gravel, soil or mulch). Pedestrian Pathway. The area within a pedestrian pathway should be a public access easement or public right-of-way. The easement width for these pathways should not be less than 20 feet with a paved walkway not less than ten feet wide and should provide an unobstructed view straight through its entire length, except where otherwise specified on the conceptual regulating plan.

Private Open Space

At least one tree per 800 square feet of any at grade-required private open (unpaved) area should be planted in the rear lot area and located no closer than five feet to any common lot line. Trees should be at least three inches in caliper at the time of planting. Species should be selected from the Prince George’s County Landscape Manual. Storefront and workshop sites, and sites that are reusing existing structures with no ground level open area, are exempt from this requirement.

Tree Lists

General. Invasive exotic species should not be used anywhere on private lots or other areas within the area.

Street Trees

Species in the street tree list are for placement, or as specified in the conceptual regulating plan, for placement along the street tree alignment line. Street trees are part of an overall street-space plan designed to provide both canopy and shade and to give special character and coherence to each street-space. The desired aesthetic should be achieved through the use of native and/or proven hardy adapted species. The following criteria provides guidance for street tree selection: Example of an urban square.

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Structural. Street trees shape and subdivide the street-space, increasing pedestrian comfort and adding value to the street/community. Species

appropriate for canopy shade trees typically grow to heights in excess of sixty (60) feet and have a broad canopy enabling them to clear auto traffic and pedestrians, form a ceiling-like enclosure, and open a clear view of the street-space and shopfronts at eye level. APPENDIX A

Pragmatic. Life as a street tree is typically short. Few species are tough enough to survive to an appropriate height. Appropriate species have special tolerance to salt and soil compaction. Street tree planting techniques and configurations provide a healthy environment in which the tree can thrive; this should ensure that the trees increase the community value as they grow. Design. Species are planted consistently along a given street-space to provide a special form and character to each street. Provide species diversity at the same time as diverse street character by planting different streets with different trees. Street trees should be selected from the recommended species identified in the Prince George’s County Landscape Manual.

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Part VI: Appendix A Housing & Neighborhood Conservation: Creation of a CDC

Appendix

Creation of a Community Development Corporation

4 M A S T E R

The role of a Subregion 4 Community Development Corporation (CDC) as a lead development agency is important to the success of neighborhood housing being proposed for Subregion 4. The following is a general list of roles and responsibilities that could be assigned to a nonprofit CDC as part of a community revitalization initiative. The general responsibilities of the Subregion 4 CDC will include:

P L A N

■■ Act as the lead revitalization organization for Subregion 4 housing and neighborhood revitalization initiatives.

■■ Create plans and establish design standards for new development and building renovations in conjunction with M-NCPPC. ■■ Plan and implement special projects.

■■ Coordinate with other agencies and organizations delivering services to Subregion 4. Approved Subregion 4 Master Plan and Sectional Map Amendment

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APPENDIX B

Housing and Neighborhood Conservation—

S U B R E G I O N

■■ Engage the residents, business community, and institutions through community outreach and coordination. ■■ Partner with real estate developers to guide their efforts.

■■ Provide housing rehabilitation and homeowner assistance programs. ■■ Provide technical assistance to local businesses. ■■ Identify and secure project funding.

Key Steps to Creating a CDC There are several key steps that successful CDCs have followed as part of their initial start-up, including: 1. Secure initial funding/capital. 2. Establish a board of directors through a series of facilitated community meetings of diverse community stakeholders. 3. Retain an attorney to incorporate—bylaws, articles of incorporation. 4. Obtain insurance—personal liability, directors, and officers insurance. 5. Obtain tax-exempt status—501(c)3, EIN. 6. Set up payroll and tax filings. 7. Set up bank accounts—at least three authorized signers, two must always sign. 8. Set up annual audits and bookkeeping— include costs in second year budget; most funding applications require annual audit. 9. Keep board minutes and establish personnel policy manual.

Who Should Be the Key Players? CDCs achieve the broadest results when they pursue a consistent community improvement strategy over time, supported by strategic alliances with other neighborhoods and countywide leaders. CDCs most often credited with observable impacts in their neighborhoods are groups that have been at work for at least a decade. These CDCs combine two necessary strengths—a track record of successful redevelopment, including a blended portfolio of physical development and human service programs, and an ability to manage and govern themselves

618

effectively. The composition of key partners within the area served by the CDC is an important consideration in determining the effectiveness of the organization. CDCs that have achieved measurable results in their redevelopment initiatives have established partnerships with key community players including: ■■ Employers who can influence workforce development. ■■ Small business owners.

■■ Locally elected officials.

■■ Local government department representatives (planning, housing, economic development, public works, etc.). ■■ Community-based leaders. ■■ Faith-based institutions.

Potential Funding Mechanisms (Production Systems) Using some basic indicators of production (funding) system quality, Urban Institute researchers, the Local Initiatives Support Corporation, and Enterprise staff separately rated the quality of local production systems. The outline on the following page shows the indicators used and the standards that define the best possible performance on each indicator.

Indicators of a Strong Production System* City Funding

City government uses all or nearly all its federal community development funding (e.g., HOME and Community Development Block Grants [CDBG]) to support housing and neighborhood improvements sponsored or implemented by community-based organizations and contributes substantial amounts of its own revenues (special levies or other sources) as well.

State Funding

State government provides strong housing and economic development project support in addition to mortgage revenue bond finance and *Source: NCDI City Portraits, completed by local LISC/Enterprise staff in NCDI cities.

Part VI: Appendix B Housing & Neighborhood Conservation: Creation of a CDC

low-income tax credits; inner-city neighborhoods and CDC projects are clearly favored in funding allocations.

Access to Project Financing

Sufficient acquisition, predevelopment, construction, and permanent finance are available from public and private sources, and most CDCs have access to funding needed to get good projects completed in a timely way.

Efficiency of Financing Delivery

Private Sector Financing

Relative to its size and amount of public subsidy for housing and community development, the system appears to mobilize large amounts of private sector lending for community development projects. CDCs can easily find private capital for development projects. Most bankable projects get funded on competitive terms and transaction costs are the same as typical commercial lending deals.

Merit-Based Project Awards

■■ State Permanent Loan Funds/Community Loan Funds

■■ State Developer Construction Loan Funds

■■ Community Redevelopment Areas, Special Assessment Districts, Empowerment Zones ■■ Fannie Mae

■■ Gas Tax, Infrastructure Funding, Utility Connection Charge Waivers

■■ Affordable Housing Programs, Affordable and Migrant Housing Programs

APPENDIX B

State and local, and public and private sources of finance (permanent, construction, and predevelopment) are efficiently retailed to developers of for-sale and rental housing. Relatively inexperienced developers can get both rental and for-sale deals done without extensive coaching.

■■ Tax Credits—Low Income Housing Tax Credits, Property Tax Rebate Programs, Impact Fee Credits

■■ Intermediaries—Neighbor Works, Enterprise Foundation, Local Initiatives Support Corporation

■■ Brownfields Economic Development Initiative

■■ Economic Development and Growth Enhancement (EDGE), Predevelopment Loan Program (Federal Home Loan Bank System) ■■ Community Development Financial Institutions (CDFI)

■■ Structured Employment Economic Development Corporation (SEEDCO)

■■ Small Business Association (SBA) Loan Program

The system of project financing as a whole can be described as having a very strong relationship between project merit or “bankability” and the likelihood of its being subsidized. Political influence rarely causes less meritorious deals from being funded before more meritorious ones.

Additional Funding and Production Sources

■■ Nonentitlement grants—Section 202 Housing Program, Section 811 Housing Program, Self-Help Homeownership Opportunity Programs (SHOP), Resident Opportunities and Self-Sufficiency Program (ROSS), Youthbuild ■■ American Dream Downpayment Initiative Program (ADDI)

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Appendix

Public Facilities Cost Analysis

S U B R E G I O N

M A S T E R

Per Section 27-645(c)(4) of the Zoning Ordinance, all approved master plans shall contain an estimate of the cost of all public facilities that must be acquired and constructed in order to carry out the objectives and requirements of the plan. The tables below provide the proposed public facilities cost estimates to serve the land use recommendations of the master plan. The cost estimates are in current 2008 dollars.

P L A N

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APPENDIX C

Schools, Libraries, and Public Safety Facility Type School

Library

Location

Description

(Existing location— 1401 Nye Street) (Proposed location— South Columbia Park) Landover Gateway urban core

New Replacement School: Fairmont Heights High School: Construct a modern, state-ofthe-art educational facility to replace the existing high school Prince George’s County Central Library Site: Obtain a site for the construction of a 100,000-squarefoot signature central library

Police

New construction/ Not in CIP— 2009 Landover Gateway Sector Plan and Sectional Map Amendment New construction: M-NCPPC County CIP Park Police: Design and construct EC051060 a new 30,000-square-foot park FY 2010–2015 police headquarters

(Existing location— 6700 Riverdale Road) (Proposed location— Walker Mill Road: adjacent to Walker Mill Regional Park) Police 7600 Barlowe Renovations: Prince George’s Road County Police Department’s District III and Police Headquarters: Renovate buildings and modernize internal systems Fire/EMS 6061 Central Renovations: Capitol Heights Avenue Fire/EMS Station, Company 5: Renovate the existing fire/EMS station Fire/EMS (Existing location— New Replacement Fire Station: 6305 Addison Road) Seat Pleasant Fire/EMS Station, (Proposed location— Company 8: Construct a new Central Avenue and five- bay fire/EMS station to replace Shady Glen Drive) the existing station to improve overall response times to Seat Pleasant and surrounding communities Fire/EMS 7701 Landover New Replacement Fire Station Road Kentland Fire/EMS Station, Company 33: Renovate or replace the existing station

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Part VI: Appendix C Public Facilities Cost Analysis

Project Type/County or State CIP County CIP AA779826 FY 2010–2015

Estimated Cost $73,642,000

TBD

$9,500,000

2008 Public Safety Facilities Master Plan (PSFMP)

$2,000,000– $4,000,000

County CIP LK519073 FY 2010–2015

$1,800,000

County CIP LK510083 FY 2010–2015

$5,400,000

2008 PSFMP

$1,000,000– $5,100,000

Schools, Libraries, and Public Safety Facility Location Type Fire/EMS Near the intersection of Landover and Brightseat Roads within Landover Gateway urban core

Project Type/County or State CIP New Fire Station: Landover 2009 Landover Gateway Fire/EMS Station: Obtain Gateway Sector a site for a new fire/EMS station. Plan and Sectional Construct a new fire/EMS station Map Amendment to meet increased demand resulting from buildout in Landover Gateway Description

Estimated Cost TBD

Transit and Road Facilities Facility Type Road: F-4

Location John Hanson Highway

Description

MDOT

$1,083,000,000

MDOT

$55,600,000

MDOT

$114,000,000

MDOT

$24,000,000

MDOT

$22,500,000

MDOT

$8,500,000

MDOT

$10,800,000

MDOT

$64,000,000

Approved Subregion 4 Master Plan and Sectional Map Amendment

APPENDIX C

F-4—US 50 John Hanson Highway: D.C. line to Capital Beltway Reconstruction and Widening Road: F-5 I-95/I-495 F-5—I-95/I-495: Suitland Parkway to John Hanson Highway US 50 Reconstruction and widening Road: F-7 Suitland Parkway F-7—Suitland Parkway: D.C. line to Pennsylvania Avenue Reconstruction and widening Road: E-3 Pennsylvania E-3—MD 4 Pennsylvania Avenue Extended Avenue Extended: D.C. Line to Beltway Reconstruction Road: A-20 Landover Road A-20—MD 202 Landover Road: Barlowe Road to Beltway Reconstruction Road: A-21 Sheriff Road A-21—Sheriff Road: D.C. Line to Brightseat Road reconstruction and widening Road: A-22 Martin Luther A-22—MD 704 Martin Luther King Jr Highway King Jr Highway: D.C. Line to Beltway Reconstruction and resurfacing Road: Evarts Street MC-417—Evarts Street: Brightseat MC-417 Road to Beltway construction and widening Road: A-31 Ritchie Road/ A-31—Ritchie Road/Morgan Morgan Boulevard/ Brightseat Road: Boulevard/ Walker Mill Road to Evarts Brightseat Road Street reconstruction and widening

Project Type/County Estimated Cost or State CIP MDOT $87,000,000

623

Transit and Road Facilities Facility Project Type/County Location Description Estimated Cost Type or State CIP Road: A-32 E. Capitol Street/ A-32—MD 214 E. Capitol MDOT $58,000,000 Central Avenue Street/Central Avenue: D.C. Line to Beltway Reconstruction and widening MDOT $16,900,000 Road: A-33 Addison Road A-33—Addison Road South: South Walker Mill Road to Central Avenue Reconstruction and widening Road: A-35 Walker Mill Road A-35—Walker Mill Road: Silver MDOT $25,900,000 Hill Road to Beltway reconstruction and widening Road: A-40 Silver Hill Road A-40—MD 458 Silver Hill MDOT $4,300,000 Road: Suitland Parkway to Walker Mill Road reconstruction and widening Road: Brightseat Road C-400—Brightseat Road: Evarts MDOT $8,400,000 C-400 Street to Ardwick-Ardmore Road reconstruction and widening MDOT $7,700,000 Road: ArdwickC-401—Barlowe Road/Evarts C-401 Ardmore Road Street: Martin Luther King Jr Highway to Brightseat Road construction and widening Road: ArdwickC-402—Pennsy Drive: Landover MDOT $2,600,000 C-402 Ardmore Road Road to Ardwick-Ardmore Road reconstruction and resurfacing Road: 75th Avenue C-403—75th Avenue: Landover MDOT $400,000 C-403 Road to Pennsy Drive reconstruction and resurfacing Road: Marblewood C-404—Marblewood Avenue: MDOT $400,000 C-404 Avenue Sheriff Road to Columbia Park Road reconstruction and resurfacing Road: Sheriff Road C-405—Sheriff Road: Martin MDOT $1,900,000 C-405 Luther King Jr Highway to Redskins Road reconstruction and resurfacing Road: Belle Haven C-406—Belle Haven Drive/Hill MDOT $1,600,000 C-406 Drive/Hill Oaks Oaks Road/Nalley Road: FedEx Road /Nalley Way to Martin Luther King Jr Road Highway reconstruction and resurfacing

624

Part VI: Appendix C Public Facilities Cost Analysis

Transit and Road Facilities Facility Type Road: C-407 Road: C-408 Road: C-409 Road: C-410

Road: C-412 Road: C-413 Road: C-414 Road: C-415 Road: C-422 Road: C-423 Road: C-424 Road: C-425

Hill Road

Description

C-407—Hill Road Central Avenue to Martin Luther King Jr Highway reconstruction and resurfacing Addison Road C-408—Addison Road: D.C. Line to Central Avenue reconstruction and resurfacing Central Avenue/ C-409—MD 332 Central Old Central Avenue/Old Central Avenue: D.C. Line to Addison Road Avenue reconstruction and widening Marlboro Pike C-410—Marlboro Pike: D.C. Line to Forestville Road reconstruction and resurfacing Columbia Park C-411—Columbia Park Road: Road US 50 to MD 704 reconstruction and resurfacing Brightseat Road C-412—Brightseat Road: Central Avenue to Redskins Road reconstruction and widening Garden City C-413—MD 950 Garden City Drive Drive: Ardwick-Ardmore Road to Beltway ramps reconstruction and widening Shady Glen Drive C-414—Shady Glen Drive: Walker Mill Road to Central Avenue reconstruction and widening Suitland Road C-415—MD 218 Suitland Road: D.C. Line to Silver Hill Road reconstruction and widening Brooks Drive C-422—Brooks Drive: Silver Hill Road to Pennsylvania Avenue reconstruction and widening Regency Parkway C-423—Regency Parkway: Marlboro Pike to Suitland Road reconstruction and widening Walters Lane C-424—Walters Lane: cul-de-sac to Pennsylvania Avenue reconstruction and widening Donnell Drive C-425—Donnell Drive: Pennsylvania Avenue to Marlboro Pike reconstruction and resurfacing

Project Type/County Estimated Cost or State CIP MDOT $1,700,000

MDOT

$1,300,000

MDOT

$25,300,000

MDOT

$4,000,000

MDOT

$2,900,000

MDOT

$17,700,000

MDOT

$6,100,000

MDOT

$9,300,000

MDOT

$14,300,000

MDOT

$5,600,000

MDOT

$11,200,000

MDOT

$5,900,000

MDOT

$400,000

Approved Subregion 4 Master Plan and Sectional Map Amendment

APPENDIX C

Road: C-411

Location

625

Transit and Road Facilities Facility Type Road: C-426

Location Ritchie Road

Road: C-428

Rollins Avenue/ Suffolk Avenue

Road: C-429

Karen Boulevard

Road: P-400

Main Street

Road: P-401

M-NCPPC Access Road

Road: P-402

Walker Mill Drive/Old Ritchie Road Road: I-205 48th Street Road: I-400

Road: I-401 Road: I-402

Road: I-403

626

Description C-426—Ritchie Road: Suitland Parkway to Walker Mill Road reconstruction and widening C-428—Rollins Avenue/Suffolk Avenue: Walker Mill Road to Central Avenue reconstruction and widening C-429—Karen Boulevard: Walker Mill Road to Central Avenue reconstruction and widening P-400—Main Street: Central Avenue to Rollins Avenue resurfacing P-401—M-NCPPC Access Road: Morgan Boulevard to M-NCCPC property construction P-402—Walker Mill Drive/Old Ritchie Road

I-205—48th Street: Kenilworth Avenue to Kenilworth Avenue reconstruction and resurfacing ArdwickI-400—Ardwick-Ardmore Road: Ardmore Road John Hanson Highway to Beltway reconstruction and resurfacing Truck Way Truck Way Extended Hampton Park Boulevard to Truck Way construction Morgan Boulevard/ I-402—Morgan Boulevard/MD MD 214 Access 214 Access Road: Morgan Road Boulevard to Central Avenue construction Cabin Branch I-403—Cabin Branch Drive: Drive Sheriff Road to John Hanson Highway reconstruction and widening

Part VI: Appendix C Public Facilities Cost Analysis

Project Type/County Estimated Cost or State CIP MDOT $33,400,000 MDOT

14,200,000

MDOT

$12,400,000

MDOT

$300,000

MDOT

$600,000

MDOT

$600,000

MDOT

$200,000

MDOT

$900,000

MDOT

$1,100,000

MDOT

$900,000

MDOT

$8,600,000

Transit and Road Facilities Facility Location Type Road: I-404 Hubbard Road

Road: I-405 Jefferson Avenue Road: I-412 Brightseat Business Park Road Road: I-413 Hampton Park Boulevard/ Kaverton Road

Transit

Commuter Rail (MARC)

Transit

New Carrollton to Suitland

Transit

Route(s): D13–D14

Transit

Route: F14

Transit

Route: V14–V15

Transit

Route: P12

Transit

Route(s): 18–21– 23–24–25–34

I-404—Hubbard Road: Pennsy Drive to Martin Luther King Jr Highway reconstruction and widening I-405—Jefferson Avenue: Pennsy Drive to Ardwick-Ardmore Road reconstruction and widening I-412—Brightseat Business Park Road: Redskins Road to Brightseat Road reconstruction and resurfacing I-413—Hampton Park Boulevard/ Kaverton Road: Marlboro Pike to Central Avenue reconstruction and resurfacing I-415—Ritchie Road Spur: Ritchie Road to Hampton Park Boulevard reconstruction and resurfacing Commuter rail (MARC) additional service Penn and Camden Lines Bus rapid transit New Carrollton to Suitland new transit service Regional bus service Route(s): D13–D14 additional service and increase frequency of service Route: F14 additional service and increase frequency of service Route: V14–V15 additional service and increase frequency of service Route: P12 extend service to National Harbor Local bus service route(s): 18–21–23–24–25–34 Additional service, including weekend service and increased frequency of service

Project Type/County Estimated Cost or State CIP MDOT $6,100,000

MDOT

$4,700,000

MDOT

$400,000

MDOT

$3,300,000

MDOT

$2,500,000

TBD

TBD TBD

$23,500,000– $66,400,000 per route mile TBD

TBD

DPW&T

TBD

Approved Subregion 4 Master Plan and Sectional Map Amendment

APPENDIX C

Road: I-415 Ritchie Road Spur

Description

627

Transit and Road Facilities Facility Type Transit

Transit

Transit Transit

Location

Description

Morgan Boulevard Metro Station

New service Between Morgan Boulevard Metro Station and central county via Ritchie Marlboro Road New Carrollton New service serving employment Metro Station centers and residential areas between New Carrollton and Largo Metro Stations Central county New service serving central county between Suitland and Westphalia Town Center Woodmore Town New shuttle bus service derving Center, Landover Woodmore Town Center, Gateway, Morgan Landover Gateway, Morgan Boulevard Center, Boulevard Center, and Largo and Largo Town Town Center. Center

Project Type/County Estimated Cost or State CIP TSOP TBD

TSOP

TBD

TSOP

TBD

TSOP

TBD

Note: All new bus service recommendations are shown as TheBus routes. However, once the review of the updated TSOP is completed, final new service recommendations may change and may include all TheBus service or a combination of new TheBus and Metrobus service.

Parks, Recreation & Open Space Facilities Facility Type Park

Park Park Park

628

Location Booker T. Homes Neighborhood Playground Cedar Heights Neighborhood Playground Rollins Avenue Neighborhood Park Walker Mill Regional Park (North)

Part VI: Appendix C Public Facilities Cost Analysis

Add park amenities

Project Type/ Estimated Cost County or State CIP CIP EC051208 $400,000

Play area renovation

CIP EC000352

$175,000

New park development

CIP EC071090

$1,650,000

Active recreation (skate park, splash pad, golf, concert pavilion)

CIP EC046370

$10,375,000

Description

Parks, Recreation & Open Space Facilities Facility Type Park Park Park Park

Park

Park Park Park Park Community Center Community Center Community Center

Description

Walker Mill Regional Park (North) Walker Mill Regional Park (North) Walker Mill Regional Park (North) Walker Mill Regional Park (South)

Concord Manor renovation and addition

J. Franklyn Bourne Aquatics Center Ridgeley Rosenwald School Ritchie Run Neighborhood Park Dupont Heights Neighborhood Park Suitland Bog Conservation Area Suitland Community Park North Forestville Neighborhood Park/School Cedar Heights Community Center Park Glenarden Community Center Park

Project Type/ Estimated Cost County or State CIP CIP EC001033 $8,190,000

New clubhouse/multipurpose building

CIP EC046370

$4,000,000

Park Police headquarters

CIP EC051060

$9,500,000

Infrastructure, play area, picnic pavilions, trail connection, pedestrian bridge, artificial turf field Facility renovation

CIP EC046370

$5,700,000

CIP EC070962

$410,000

Rehabilitation of a historic schoolhouse to create a heritage museum New park development

CIP EC061181

$1,120,000

CIP EC061174

$748,000

Playground replacement

CIP EC000352

$80,000

Trail and parking lot renovation

CIP EC060987

$100,000

Play area renovation

CIP EC060924

$100,000

Gymnasium addition

CIP EC061063

$3,483,000

Renovation, expansion, trail and bridge

CIP EC050836

$1,327,000

Renovation/addition of new gymnasium

CIP EC051157

$6,586,000

Approved Subregion 4 Master Plan and Sectional Map Amendment

APPENDIX C

Park

Location

629

Parks, Recreation & Open Space Facilities Facility Type

Location

Community Center

John E. Howard Community Center Park Palmer Park Community Center Peppermill Village Community Center Park Seat Pleasant Community Center Kentland Community Center Prince George’s Sports and Learning Center William Beanes Community Center Jesse J. Warr Jr. NRC Bradbury CRC

Community Center Community Center Community Center Community Center Community Center Community Center Recreation Building Recreation Building Trails Park Acquisition 1 Park Acquisition 2 Park Acquisition 3

Park Acquisition 4

630

H.P. Johnson Neighborhood Park 8505 Central Avenue (Parcel 59) Ritchie Run Neighborhood Park Rollins Avenue and Capital Heights Neighborhood Parks Parcel 211, Rollins Avenue

Part VI: Appendix C Public Facilities Cost Analysis

Description Code compliance, renovation

Project Type/ Estimated Cost County or State CIP CIP EC070527 $784,000

Code compliance, renovation, expansion

CIP EC051205

$5,165,000

Community center expansion, code compliance and renovation

CIP EC071140

$1,204,000

Code compliance and renovation

CIP EC071251

$545,000

New facility

CIP EC051097

$11,000,000

Building improvements, artificial turf field

CIP EC070984

$2,130,000

Code compliance, renovation and expansion

CIP EC071186

$2,062,000

New recreation building

CIP EC050859

$688,000

Fencing and landscaping

CIP EC071138

$58,000

New loop trail

CIP EC051154

$80,000

Provide front yard to enhance New historic Ridgeley Rosenwald School

TBD

Addition to existing parkland

New

TBD

Addition to connect two existing parks

New

TBD

New park

New

TBD

Parks, Recreation & Open Space Facilities Location

Park Acquisition 5

Parcels 201, 231, and 234, Rollins Avenue 3701 Meadowview Drive (Parcels A and 165) 201 70th Street, Capitol Heights (Parcel 132)

New park

Parcel A, Martin Luther King Jr Highway 7300 Kent Town Drive (Parcel 87) Parcel 16, Landover Road

Parcel adjacent to Columbia Park CCP

Park Acquisition 6 Park Acquisition 7 Park Acquisition 8 Park Acquisition 9 Park Acquisition 10 Park Acquisition 11 Park Acquisition 12

Description

Project Type/ Estimated Cost County or State CIP New TBD

Addition to existing park (William Beanes Community Center Park)

New

TBD

New parkland

Per 1993 Landover and vicinity master plan and sectional map amendment New

TBD

Parcel adjacent to Kentland NRC New

TBD

New park

New

TBD

Outlot 1, Garrett A. Morgan Blvd. H.P. Johnson Neighborhood Park

Parcel adjacent to Summerfield CP

New

TBD

4.2-acre addition to existing park per 1993 Landover master plan and sectional map amendment

TBD

Park Acquisition 13 Park Acquisition 14

Landover Road

Urban park at former Landover Mall site

Per 1993 Landover and vicinity master plan and sectional map amendment New

John Carroll Community Park/School

14-acre addition per 1993 Landover master plan and sectional map amendment

TBD

Park Acquisition 15

Highland Park Neighborhood Park/School

5-acre addition to existing park per 1993 Landover master plan and sectional map amendment

Park Acquisition 16

6118 Old Central Avenue (Lots 1–14, Block 6)

Addition to Maryland Park Neighborhood Playground

Per 1993 Landover and vicinity master plan and sectional map amendment Per 1993 Landover and vicinity master plan and sectional map amendment New

APPENDIX C

Facility Type

TBD

Approved Subregion 4 Master Plan and Sectional Map Amendment

631

Parks, Recreation & Open Space Facilities Facility Type

Location

Park Acquisition 17

3400 Walters Lane (Parcel 5)

Description New urban park

Project Type/ Estimated Cost County or State CIP New TBD

Trails, Bicycle, and Pedestrian Facilities Facility Type

Location

Pedestrian and bicycle improvements

Both sides of Marlboro Pike within the study area

Pedestrian trails

Multiuse Trail Trails

Trails

632

Description

Marlboro Pike wide sidewalks and bike lanes: Standard or wide sidewalks with designated bike lanes along the entire length of Marlboro Pike, per the main street and boulevard road cross sections (complete in phases for the 4+-mile corridor) North side of Pennsylvania Avenue pedestrian MD 4 trail. Complete the eight-footwide asphalt trail along the entire north side of Pennsylvania Avenue inside the Beltway Kaverton Road Ritchie Branch Trail: A multiuse to Walker Mill trail is recommended along Regional Park Ritchie Branch to link Forestville with Walker Mill Regional Park D.C. to I-495 Suitland Parkway Trail: Extend the existing Suitland Parkway Trail into Prince George’s County. This trail will improve access into D.C., to multiple metro stations, and between residential communities Addison Road Cabin Branch Trail: This stream (south of MD valley trail will connect adjacent 214) to residential communities with Beaverdam commercial areas, schools, and Creek parks. District Heights Southwest Branch Trail: This trail Parkway to will improve access to Walker Ritchie Road Mill Regional Park from District Heights and surrounding communities

Part VI: Appendix C Public Facilities Cost Analysis

Project Type/County Estimated or State CIP Cost New $1,500,000 (not including ROW cost)

New

$2,064,000

New

$900,000

New

$2,800,000

Landover and Vicinity Master Plan

$1,520,000

Suitland-District Heights and Vicinity Master Plan

$1,400,000

Trails, Bicycle, and Pedestrian Facilities Location

Pedestrian and bicycle improvements

D.C. to I-495

Pedestrian and bicycle improvements

D.C. to I-495

Pedestrian and bicycle improvements

I-495 to US 50

Trails

Glenarden Parkway to Lower Beaverdam Creek

Trails

Anacostia River to New Carrollton Metro

Project Type/County or State CIP MD 704 sidepath and bike lanes: Landover and Provide a sidepath and designated Vicinity Master Plan bike lanes along this heavily travelled corridor. This sidepath, in conjunction with the existing WB&A Trail, will provide a cross county connection from the Patuxent River to D.C. Landover and MD 214 standard or wide sidewalks and bike lanes: Provide Vicinity Master Plan standard sidewalks and designated bike lanes along MD 214. In areas of high pedestrian activity, wide sidewalks should be provided. Pedestrian amenities and safety features are also appropriate at many crossings MD 202 standard or wide Landover and sidewalks and bike lanes: Provide Vicinity Master Plan standard sidewalks and designated bike lanes along MD 202. In areas of high pedestrian activity, wide sidewalks should be provided. Pedestrian amenities and safety features are also appropriate at many crossings. Sidewalk improvements have already been completed along some of the corridor Cattail Branch Trail: Provide a Landover and stream valley trail along this urban Vicinity Master Plan watershed. This trail will provide access to the regional trail network and the Landover Gateway Center Lower Beaverdam Creek Trail: New This trail will involve segments of stream valley trail within parkland in conjunction with sidepath construction along existing roads that parallel the stream valley Description

Estimated Cost 3,240,000

$1,504,000

APPENDIX C

Facility Type

$500,000

$1,360,000

$2,540,000

Approved Subregion 4 Master Plan and Sectional Map Amendment

633

Trails, Bicycle, and Pedestrian Facilities Facility Type Trails

Trails

Pedestrian and bicycle improvements Pedestrian and bicycle improvements

Pedestrian and bicycle improvements Trails

634

Project Type/County Estimated or State CIP Cost D.C. to I-495 Chesapeake Beach Rail/Trail: This Addison Road $2,400,000 project will convert the Sector Plan abandoned Chesapeake Beach railroad line to a trail. Within Subregion 4, this trail will run from Seat Pleasant to the beltway at Ritchie-Marlboro Road. This trail will provide a recreational trail opportunity and improve access to the Addison Road Metro Eastern Trail: This trail will be Addison Road $1,440,000 (not Seat Pleasant Drive to Walker implemented as a sidepath or Sector Plan including Mill Road wide sidewalk along Karen developer Boulevard and Peppermill Drive portions) Eastern Avenue Addison Road sidewalks and bike Addison Road $2,146,700 lanes: These facilities will improve Sector Plan to Walker Mill Road multimodal access to the Addison Road Metro Walker Mill Silver Hill Road sidewalks and New $1,200,000 Road to Suitland bike lanes: These facilities will Parkway improve pedestrian access to the Suitland Metro, to commercial areas, and between residential communities. Safety enhancements are also necessary in some areas. Gaps in the sidewalk network need to be completed and in many areas additional buffering is needed between the sidewalk and roadway Southern Suitland Road sidewalks and bike New $1,680,000 Avenue to lanes: Attractive streetscape and Suitland pedestrian environment is needed Parkway along this road to better serve the Suitland Town Center Suitland Bog Trail: This neighborhood New $700,000 Suitland Community trail will provide access to existing Park to Suitland recreation and nature areas as well as improve access to Samuel P. Bog Massie Elementary School Location

Part VI: Appendix C Public Facilities Cost Analysis

Description

Trails, Bicycle, and Pedestrian Facilities Facility Type Pedestrian improvements

Pedestrian improvements Pedestrian improvements

Pedestrian and bicycle improvements Pedestrian and bicycle improvements Pedestrian and bicycle improvements

Pedestrian improvements

Description

Various locations Crosswalk and Pedestrian in Zone 1 Amenities: Install pedestrian amenities including crosswalks, countdown signals, ADA ramps at key intersections MD 704 to Barlowe Road sidewalks: Install Smoketree Lane continuous sidewalks on both sides to provide improved pedestrian access to schools MD 704 to Hubbard Road sidewalks: Install Dodge Park continuous sidewalks on both Road sides to provide improved pedestrian access to schools MD 704 to Belle Haven Drive sidewalks and Nalley Road bike lanes: Complete the sidewalks along both sides and provide designated bike lanes Eastern Avenue Sheriff Road sidewalks and bike to Redskins lanes: Complete the sidewalks Road along both sides and provide designated bike lanes MD 704 to US Columbia Park Road sidewalks 50 and bike lanes: Complete the sidewalks along both sides and provide designated bike lanes Redskins Road Brightseat Road sidewalks and to Ardwickbike lanes: Complete the Ardmore Road sidewalks along both sides and provide designated bike lanes. Pedestrian safety improvements needed at MD 202. The planned interchange should safely accommodate bikes and pedestrians Landover Woodmore Town Center Gateway Center pedestrian bridge: This pedestrian to Woodmore bridge will link Woodmore Town Town Center Center with the core of the Landover Gateway Center. It will also provide a safe bike and pedestrian route across the beltway in the MD 202 corridor

Project Type/County or State CIP New

Estimated Cost $960,000

New

$67,000

New

$104,000

New

$360,000

Landover and Vicinity Master Plan

$900,000

New

$400,000

Landover and Vicinity Master Plan

$1,463,000

Landover MP

$4,000,000

Approved Subregion 4 Master Plan and Sectional Map Amendment

APPENDIX C

Pedestrian and bicycle improvements

Location

635

Trails, Bicycle, and Pedestrian Facilities Facility Type Trails

Pedestrian improvements Pedestrian improvements

636

Location

Description

Evarts Street to Cattail Branch and Kenmoor Elementary School Hill Road to Hill Stream Drive Pennsy Drive to Professional Place

Neighborhood trail connections: This trail will provide access to the stream valley trail network and provide a safe route to the area elementary school Hill Oaks Road sidewalks: Complete the sidewalks along both sides of the road Garden City Drive sidewalks: Complete the sidewalks along both sides of the road. Crosswalk improvements may be necessary. Dodge Park Road sidewalks and bike lanes: Complete the gaps in the sidewalk network and provide designated bike lanes Garrett A. Morgan Boulevard bike lanes: Provide designated bike lanes along the entire length of the road to complement the existing sidewalks Redskins Road: Provide designated bike lanes along the entire length of the road to complement the existing sidepath Bishop Peebles Drive/Arena Drive: Complete the sidewalk construction along the entire length of the road and provide designated bike lanes Jonquil Avenue sidewalks: Provide standard sidewalks along both sides of the road Zelma Avenue Sidewalks: Install sidewalks along the west side of the street Marblewood Avenue sidewalks and bike lanes: Install continuous sidewalks and designated bike lanes

Pedestrian and bicycle improvements

MD 202 to Hubbard Street

Bicycle improvements

MD 214 to FedEx Way

Bicycle improvements

FedEx Way to Sheriff Road

Pedestrian and bicycle improvements

FedEx Way to I-495

Pedestrian improvements

MD 214 to Hill Road Park

Pedestrian improvements

MD 214 to Foy Place

Pedestrian and bicycle improvements

Sheriff Road to Reed Street

Part VI: Appendix C Public Facilities Cost Analysis

Project Type/County or State CIP Landover MP

Estimated Cost $150,000

New

$75,000

New Carrollton TDDP

$132,000

New

$50,000

New

$20,000

New

$20,000

Morgan BoulevardLargo Town Center Sector Plan

$300,000

New

$91,000

New

$50,000

New

$190,000

Trails, Bicycle, and Pedestrian Facilities Facility Type Pedestrian and bicycle improvements Pedestrian improvements

Pedestrian improvements

Pedestrian and bicycle improvements

Bicycle improvements

Description

Walker Mill Hazelwood Drive sidewalks and Road to Addison bike lanes: Install continuous Road sidewalks and designated bike lanes along the existing road and on the extension to Addison Road Various locations Crosswalk and pedestrian in Zone 2 amenities: Install pedestrian amenities including crosswalks, countdown signals, and ADA ramps Various locations Crosswalk and pedestrian in Zone 3 amenities: Install pedestrian amenities including crosswalks, countdown signals, and ADA ramps Silver Hill Road Walker Mill Road sidepath and to I495 bike lanes: Continuous sidepath and designated bike lanes Silver Hill Road Brooks Drive: Designated bike to Marlboro lanes, if right-of-way allows. This Pike project may involve restriping the existing roadway Surrey Drive to Regency Parkway sidewalks and Suitland Road bike lanes: Gaps in the sidewalk network need to be completed and designated bike lanes should be provided if right-of-way permits MD 214 to Ritchie Road/Forestville Road I-495 (near MD sidewalks and bike lanes: Gaps in 337) the sidewalk network need to be completed. The wide sidewalk along a segment of the east side of the road should be extended along the entire corridor. Designated bike lanes should also be provided Beltz Drive to Donnell Drive bike lanes: Striping Marlboro Pike for designated bike lanes should be provided at the time of road resurfacing or improvement. Gaps in the sidewalk network should be completed south of MD 4.

Project Type/County or State CIP New

Estimated Cost $254,000

New

$800,000

New

$1,280,000

New

$1,820,000

New

$20,000

New

$160,000

New

$2,580,000

New

$200,000

Approved Subregion 4 Master Plan and Sectional Map Amendment

APPENDIX C

Pedestrian and bicycle improvements Bicycle improvements

Location

637

Trails, Bicycle, and Pedestrian Facilities Facility Type

Location

Description

Pedestrian improvements

Marlboro Pike to Walker Mill Road

Pedestrian improvements

MD 214 to Walker Mill Road Marlboro Pike to MD 4

County Road sidewalks: Complete gaps in the sidewalk network along both sides of this road Shady Glen Drive sidewalks: Complete the sidewalks along both sides of the road Parkland Drive sidewalks: Complete the sidewalks along both sides of the road Kentucky Avenue sidewalks: Provide sidewalks along at least one side of this road to improve access to the existing Spaulding Library Hampton Park Boulevard bike lanes: Provide designated bike lanes as part of future restriping or repaving. Continuous sidewalks exist along both sides of the existing roadway and should be continued as the road is extended Neighborhood trail connection: Provide a bike and pedestrian connection from an existing residential community to Metro Neighborhood trail connection: Provide a bike and pedestrian connection from an existing residential community to Metro Neighborhood trail connection: Provide a bike and pedestrian connection from an existing residential community to Morgan Boulevard

Pedestrian improvements

638

Pedestrian improvements

Parkland Drive to Old Silver Hill Road

Pedestrian and bicycle improvements

MD 214 to Walker Mill Road

Trails

Mountain View Road to Morgan Boulevard Metro

Trails

Willow Hill Road to Morgan Boulevard Metro

Trails

East Nalley Road to Morgan Boulevard

Part VI: Appendix C Public Facilities Cost Analysis

Project Type/County or State CIP New

Estimated Cost $120,000

New

$220,000

New

$179,000

New

$40,000

New

$20,000

Morgan BoulevardLargo Town Center Sector Plan

$50,000

Morgan BoulevardLargo Town Center Sector Plan

$50,000

Morgan BoulevardLargo Town Center Sector Plan

$50,000

Appendix

Procedural Sequence Chart

S U B R E G I O N

P L A N

Approved Subregion 4 Master Plan and Sectional Map Amendment

639

APPENDIX APPENDIX D D

M A S T E R

640

Part VI: Appendix D Procedural Sequence Chart

Appendix

Guide to Zoning Categories

S S U U B B R R E E G G II O N

Approved Subregion 4 Master Plan and Sectional Map Amendment

641

APPENDIX E

P P LL A A N N

APPENDIX E

M A S S TT E E R R

Residential Zones 1 R-O-S: Reserved Open Space—Provides for permanent maintenance of certain areas of land in an undeveloped state, with the consent of the property owners; encourages preservation of large areas of trees and open space; designed to protect scenic and environmentally sensitive areas and ensure retention of land for nonintensive active or passive recreational uses; provides for very low density residential development and a limited range of public, recreational, and agricultural uses. Minimum lot size 20 acres* 0.05 Maximum dwelling units per net acre *Except for public recreational uses, for which no minimum area is required. O‑S: Open Space—Provides for areas of low-intensity residential (5 acre) development; promotes the economic use and conservation of land for agriculture, natural resource use, large‑lot residential estates, nonintensive recreational use. Standard lot size Maximum dwelling units per net acre

5 acres 0.20

R‑A: Residential‑Agricultural—Provides for large‑lot (2 acre) residential uses while encouraging the retention of agriculture as a primary land use. Standard lot size Maximum dwelling units per net acre

2 acres 0.50

R‑E: Residential‑Estate—Permits large‑lot estate subdivisions containing lots approximately one acre or larger. Standard lot size Maximum dwelling units per net acre Estimated average dwelling units per acre

40,000 sq. ft. 1.08 0.85

R‑R: Rural Residential—Permits approximately one-half‑acre residential lots; subdivision lot sizes depend on date of recordation; allows a number of nonresidential special exception uses. Standard lot size Maximum dwelling units per net acre Estimated average dwelling units per acre

20,000 sq. ft. 15,000 sq. ft. if recorded prior to 2/11/1970 10,000 sq. ft. if recorded prior to 7/1/1967 2.17 1.85

1 Definitions: Minimum or standard lot size: The current minimum net contiguous land area required for a lot. Average dwelling units per acre: The number of dwelling units which may be built on a tract—including the typical mix of streets, public facility sites and areas within the 100-year floodplain—expressed as a per-acre average. Maximum dwelling units per net acre: The number of dwelling units which may be built on the total tract— excluding streets and public facility sites, and generally excluding land within the 100-year floodplain—expressed as a per-acre average.

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R-80: One‑Family Detached Residential—Provides for variation in the size, shape, and width of subdivision lots to better utilize the natural terrain and to facilitate planning of single‑family developments with lots and dwellings of various sizes and styles. Standard lot size Maximum dwelling units per net acre Estimated average dwelling units per acre

9,500 sq. ft. 4.5 3.4

R-55: One‑Family Detached Residential—Permits small‑lot residential subdivisions; promotes high density, single‑family detached dwellings. Standard lot sizes Maximum dwelling units per net acre Estimated average dwelling units per acre

6,500 sq. ft. 6.70 4.2

R-35: One‑Family Semidetached, and Two‑Family Detached, Residential—Provides generally for single‑family attached development; allows two‑family detached; detailed site plan approval required for lots served by private rights-of-way. Standard lot sizes Maximum dwelling units per net acre Estimated average dwelling units per acre

3,500 sq. ft. for one‑family, semi-detached 7,000 sq. ft. for two-family, detached 12.44 8.5

R-20: One‑Family Triple‑Attached Residential—Permits single‑family detached, semidetached and triple‑attached and townhouse development. Detailed site plan approval required for townhouses. 3,200 sq. ft. for end lots Standard lot sizes 2,000 sq. ft. for interior townhouse lots Maximum triple‑attached dwellings per net acre 16.33 6.0 (same as R-T) Maximum townhouses per net acre Estimated average triple-attached dwelling units per net acre 11 APPENDIX E

R‑T: Townhouse—Permits one‑family detached and attached, two‑family, and three-family dwellings; promotes the maximum amount of freedom in the design of attached dwellings and their grouping and layout; detailed site plan approval required for attached dwellings.

APPENDIX E

1,800 sq. ft. Standard lot size per attached dwelling Maximum dwelling units per net acre Three‑family dwellings—9 Two-family dwellings—8 Other attached dwellings—6 2 acres Minimum area for development R-30: Multifamily Low Density Residential—Provides for low density garden apartments; single‑family detached; single-family attached, two‑family and three‑family dwellings in accordance with R‑T Zone provisions; Detailed site plan approval required for multifamilly and attached dwellings. Garden apartments–14,000 sq. ft. Standard lot size 1,500 sq. ft. Two-family dwellings Other attached dwellings 1,800 sq. ft. Garden apartments—10 Maximum dwelling units per net acre Three-family dwellings—9 Two-family dwellings—8 Other attached dwellings—6 Approved Subregion 4 Master Plan and Sectional Map Amendment

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R-30C: Multifamily Low Density Residential‑Condominium—Same as R-30 above except ownership must be condominium, or development in accordance with the R‑T Zone; detailed site plan approval required for multifamily and attached dwellings. Standard lot size Garden apartments—14,000 sq. ft. Two-family dwellings—1,500 sq. ft. Other attached dwellings—1,800 sq. ft. Maximum dwelling units per net acre Garden apartments—12 Three-family dwellings—9 Two-family dwellings—8 Other attached dwellings—6 R-18: Multifamily Medium Density Residential—Provides for multiple family (apartment) development of moderate density; single-family detached; single‑family attached, two‑family and three‑family dwellings in accordance with R‑T Zone provisions; detailed site plan approval required for multifamily and attached dwellings. Standard lot size Apartments—16,000 sq. ft. Two-family dwellings—1,500 sq. ft. Other attached dwellings—1,800 sq. ft. Garden apartments and 3-family dwellings—12 Maximum dwelling units per net acre Mid-rise apartments (4 or more stories with elevator)—20 Three-family dwellings—9 Two-family dwellings—8 Other attached dwellings—6 R-18C: Multifamily Medium Density Residential-Condominium—Same as above except ownership must be condominium, or development in accordance with the R‑T Zone; detailed site plan approval required for multifamily and attached dwellings. Apartments—1 acre Standard lot size Two-family dwellings—1,500 sq. ft. Other attached dwellings—1,800 sq. ft. Garden apartments—14 Maximum dwelling units per net acre Mid rise apartments (4 or more stories with elevator)—20 Three‑family dwellings—9 Two-family dwellings—8 Other attached dwellings—6 R-10A: Multifamily, High Density Residential-Efficiency—Provides for a multifamily zone designed for the elderly, singles, and small family groups. Detailed site plan approval required for buildings 110 feet in height or less; special exception required for buildings over 110 feet in height. Minimum lot size Maximum dwelling units per net acre

2 acres 48 plus one for each 1,000 sq. ft. of indoor common area for social, recreational, or educational purposes

R‑10: Multifamily High Density Residential—Provides for suitable sites for high density residential in proximity to commercial and cultural centers; also permits single-family detached dwellings. Detailed site plan approval required for buildings 110 feet in height or less; special exception required for buildings over 110 feet in height.

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Minimum lot size Maximum dwelling units per net acre

20,000 sq. ft. 48

R-H: Multifamily High-Rise Residential—Provides for suitable sites for high density, vertical residential development; also permits single-family detached dwellings; detailed site plan approval required for multifamily dwellings. Minimum lot size Maximum dwelling units per net acre

5 acres 48.4

Mixed Use/Planned Community Zones M-X-C: Mixed Use Community—Provides for a comprehensively planned community with a balanced mix of residential, commercial, light manufacturing, recreational and public uses; includes a multistep review process to assure compatibility of proposed land uses with existing and proposed surrounding land uses, public facilities and public services; mandates that each development include residential uses, community use areas, neighborhood centers and an integrated public street system with a variety of street standards. Minimum tract size Lot size and dwelling types Maximum dwelling units per gross acre Maximum floor area ratio for commercial uses

750 gross acres No restrictions 2 0.4

M-X-T: Mixed Use-Transportation Oriented—Provides for a variety of residential, commercial, and employment uses; mandates at least two out of the following three use categories: (1) Retail businesses; (2) Offi ce/ Research/Industrial; (3) Dwellings, hotel/motel; encourages a 24-hour functional environment; must be located near a major intersection or a major transit stop or station and will provide adequate transportation facilities for the anticipated traffic or at a location for which the applicable master plan recommends mixed uses similar to those permitted in the M-X-T Zone. No restrictions 0.4 without optional method; 8.0 with optional method (provision of amenities)

APPENDIX E

Lot size and dwelling types Maximum floor area ratio

APPENDIX E

M-U-TC: Mixed-Use Town Center—Provides for a mix of commercial and limited residential uses which establish a safe, vibrant, 24-hour environment; designed to promote appropriate redevelopment of, and the preservation and adaptive reuse of selected buildings in, older commercial areas; establishes a flexible regulatory framework, based on community input, to encourage compatible development and redevelopment; mandates approval of a development plan at the time of zoning approval, that includes minimum and maximum development standards and guidelines, in both written and graphic form, to guide and promote local revitalization efforts; provides for legally existing buildings to be expanded or altered, and existing uses for which valid permits have been issued to be considered permitted uses, and eliminating nonconforming building and use regulations for same. M-U-I: Mixed-Use Infill—Promotes Smart Growth principles by encouraging the efficient use of land, public facilities and services in areas that are substantially developed. These regulations are intended to create community environments enhanced by a mix of residential, commercial, recreational, open space,

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employment and institutional uses in accordance with approved plans. The infill zone may only be approved for property located in a transit district overlay zone or a development district overlay zone. R‑P‑C: Planned Community—Provides for a combination of uses permitted in all zones, to promote a large‑scale community development with a full range of dwellings providing living space for a minimum of 500 families; encourages recreational, commercial, institutional, and employment facilities within the planned community; requires conformance with an official plan identifying zoning subcategories, that has been adopted by the Planning Board following approval of a final plan by the District Council at the time of rezoning, and for certain R‑P‑C Zones, approval of a detailed site plan prior to development. Lot size and dwelling types Maximum dwelling units per gross acre

Varied 8

R-M-H: Planned Mobile Home Community—Provides for suitable sites for planned mobile home communities, including residences and related recreational, commercial, and service facilities, subject to detailed site plan approval. Minimum lot size Maximum mobile homes per acre

4,000 sq. ft. 7

UC-1: Metropolitan Urban Center District—Mandates high intensity, transit-oriented, mixed-use development in General Plan-designated metropolitan centers. These centers are intended for a large-scale mix of uses comprised of multiple Urban Neighborhoods, and are to be the most intense and least autodependent areas in Prince George’s County. The Metropolitan Urban Center District is best described as a “downtown” district in ultimate built character. Because of the access to regional fixed-guideway transit systems and the scale of these centers, they are to be primary targets for employment, major educational complexes, and high-intensity commercial uses in the county. The UC Zone may only be approved for property subject to Subtitle 27A of the county code. UC-2: Regional Urban Center District—Mandates moderately scaled, mixed-use, transit-oriented development generally consisting of two or more Urban Neighborhoods in a town center setting. Regionally marketed commercial and retail centers, office, and employment areas, and recreational complexes primarily serving Prince George’s County are appropriate uses. High-density residential development should also be included. The UC Zone may only be approved for property subject to Subtitle 27A of the county code. UC-3: Community Urban Center District—Mandates a small- to moderate-intensity mix of uses typically developed as a neighborhood “main street” with an adjacent Urban Neighborhood. Intended for the least intensive of the General Plan centers, this district shall generally provide a mix of residential and business development to complement and serve existing adjacent neighborhoods. Development may include higher intensity residential and nonresidential mixed uses at appropriate locations along key transportation routes. The UC Zone may only be approved for property subject to Subtitle 27A of the county code. UC-4: Urban Corridor Node—Promotes concentrated urban mixed-use, pedestrian-oriented development with a limited, walkable size at designated locations along General Plan corridors. This district shall generally provide a mix of uses that are smaller in scale to complement and serve existing adjacent neighborhoods. Development may include limited higher intensity residential and nonresidential mixed uses at appropriate locations along key transportation routes. Compatibility with existing neighborhoods is essential. The UC Zone may only be approved for property subject to Subtitle 27A of the county code.

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Comprehensive Design Zones (These zones require three-phase development plan review, the first of which is basic plan approval at the time of rezoning that establishes general land use types, land use relationships, and minimum land use quantities. In zones providing for density and intensity ranges, increases in base density and intensity within the limits prescribed are allowed in return for public benefit features provided by the developer.) R-L: Residential Low Development—Provides for low-density residential development in areas recommended by a master plan for alternative low- density development techniques. The zone allows a mixture of residential types and lot sizes generally corresponding to single-family development; provides for limited commercial uses necessary to serve the dominant residential uses. Minimum tract size Generally 100 adjoining gross acres Low .5 Base density (dwelling units per gross acre)—.5 Maximum density—.9 Maximum mixed retirement development density - 8 du/gross acre Low 1.0 Base Density (dwelling units per gross acre)—1.0 Maximum density—1.5 Maximum mixed retirement development density—8 du/gross acre R‑S: Residential Suburban Development—A mixture of residential types within the suburban density range generally corresponding to low‑density single‑family development; provides for limited commercial uses necessary to serve the dominant residential uses. Minimum tract size Generally 25 adjoining gross acres Suburban 1.6 Base density (dwelling units per gross acre)—1.6 Maximum density—2.6 Maximum mixed retirement development density—8 du/gross acre Suburban 2.7 Base density (dwelling units per gross acre)—2.7 Maximum density—3.5 Maximum mixed retirement development density—8 du/gross acre APPENDIX E

R-M: Residential Medium Development—A mixture of residential types with a medium‑density range; provides for limited commercial uses necessary to serve the dominant residential uses.

APPENDIX E

Minimum tract size Generally 10 adjoining gross acres Medium 3.6 Base density (dwelling units per gross acre)—3.6 Maximum density—5.7 Maximum mixed retirement development density—8 du/gross acre Medium 5.8 Base density (dwelling units per gross acre)—5.8 Maximum density—7.9 Maximum mixed retirement development density—8 du/gross acre R‑U: Residential Urban Development—A mixture of residential types generally associated with an urban environment; provides for limited commercial uses necessary to serve the dominant residential uses. Generally 5 adjoining gross acres Minimum tract size Base density (dwelling units per gross acre)—8.0 Urban 8.0 Maximum density—11.9 Maximum mixed retirement development density—8 du/gross acre Base density (dwelling units per gross acre)—12.0 Urban 12.0 Maximum density—16.9 Maximum mixed retirement development density—8 du/gross acre Approved Subregion 4 Master Plan and Sectional Map Amendment

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L‑A‑C: Local Activity Center—A mixture of commercial retail and service uses along with complementary residential densities within a hierarchy of centers servicing three distinct service areas: neighborhood, village, and community. Neighborhood Minimum tract size Base resid. density Max. resid. density Base comm. intensity Max. comm. intensity Max. mixed retirement development density Village Minimum tract size Base resid. density Max. resid. density Base comm. intensity Max. comm. intensity Max. mixed retirement development density Community Minimum tract size Base resid. density Max. resid. density Base comm. intensity Max. comm. intensity Max. mixed retirement development density

4 adjoining gross ac. 8 du/gross resid. ac. 12.1 du/gross resid. ac. 0.16 FAR 0.31 FAR 8 du/gross ac. 10 adjoining gross ac. 10 du/gross resid. ac. 15 du/gross resid. ac. 0.2 FAR 0.64 FAR 8 du/gross ac. 20 adjoining gross ac. 10 du/gross resid. ac. 20 du/gross resid. ac. 0.2 FAR 0.68 FAR 8 du/gross ac.

M-A-C: Major Activity Center—A mixture of uses which serve a regional residential market or provide concentrated employment, arranged to allow easy pedestrian access between uses; two types of functional centers are described: major metro and new town or corridor city. Minimum tract size Metro Center Base residential density Max. residential density Base commercial intensity Max. commercial intensity Min. residential floor area Max. mixed retirement New Town or City Corridor Center Base residential density Max. residential density Base commercial intensity Max. commercial intensity Min. residential floor area Max. mixed retirement

Generally 40 adjoining gross acres 48 du/gross resid. ac. 125 du/gross resid. ac. 1.0 FAR/gross commercial ac. 2.7 FAR/gross commercial ac. 20% of total at time of full development 8 du/gross ac. development density 10 du/gross resid. ac. 47.9 du/gross resid. ac. 0.2 FAR/gross commercial ac. 0.88 FAR/gross commercial ac. 20% of total at time of full development 8 du/gros ac. development density

E‑I‑A: Employment and Institutional Area—A concentration of nonretail employment and institutional uses and services such as medical, manufacturing, office, religious, educational, recreational, and governmental. Minimum tract size Minimum open space improved by landscaping

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Generally 5 adjoining gross acres 20% of net lot area

V-L: Village-Low—Provides for a variety of residential, commercial, recreational, and employment uses within a traditional village setting surrounded by open space; mandates the following land use area catego ries: (1) Village Proper; (2) Village Fringe; (3) Residential Areas; (4) Village Buffer; and (5) Recreational Areas. Land use areas are arranged to allow a sense of community with linkage via a pedestrian network to a core which contains commercial, civic, community, and residential uses; also mandates a mixture of residential types and lot sizes, including affordable housing units; includes detailed design standards and building materials requirements. This zone may be utilized in areas recommended for permanent low density by a master plan. Minimum tract size Maximum density

150 contiguous gross acres 1.3 dwelling units per gross acre

V-M: Village-Medium—Provides for a variety of residential, commercial, recreational, and employment uses within a traditional village setting surrounded by open space; mandates the following land use area categories: (1) Village Proper; (2) Village Fringe; (3) Residential Areas; (4) Village Buffer; and (5) Recreational Areas. Land use areas are arranged to allow a sense of community with linkage via a pedestrian network to a core which contains commercial, civic, community, and residential uses; also mandates a mixture of residential types and lot sizes, including affordable housing units; includes detailed design standards and building materials requirements. This zone may be utilized in areas recommended for permanent low density by a master plan. Minimum tract size Maximum density

300 contiguous gross acres 2.0 dwelling units per gross acre

Commercial Zones C‑O: Commercial Office—Uses of a predominantly nonretail commercial nature, such as business, professional and medical offices, or related administrative services. C‑A: Ancillary Commercial—Certain small retail commercial uses, physician and dental offices, and similar professional offices that are strictly related to and supply necessities in frequent demand and daily needs of an area with a minimum of consumer travel; maximum size of zone: 3 net acres. APPENDIX E

C-1: Local Commercial, Existing—All of the uses permitted in the C‑S‑C Zone. C-2: General Commercial, Existing—All of the uses permitted in the C‑S‑C Zone, with additions and modifications. C‑C: Community Commercial, Existing—All of the uses permitted in the C‑S‑C Zone.

APPENDIX E

C‑G: General Commercial, Existing—All of the uses permitted in the C‑S‑C Zone. C‑S‑C: Commercial Shopping Center—Retail and service commercial activities generally located within shopping center facilities; size will vary according to trade area. C-H: Highway Commercial, Existing—All of the uses permitted in the C-M Zone. C-M: Commercial Miscellaneous—Varied commercial uses, including office and highway‑oriented uses, which may be disruptive to the compactness and homogeneity of retail shopping centers. C‑W: Commercial Waterfront—Marine activities related to tourism, vacationing, boating and sports, water-oriented recreation, together with limited employment areas which cater to marine activities along a waterfront. C-R-C: Commercial Regional Center—Provides locations for major regional shopping malls and related uses that are consistent with the concept of an upscale mall. Minimum area for development— one Approved Subregion 4 Master Plan and Sectional Map Amendment

649

hundred (100) gross continuous acres; maximum FAR— .75; maximum building height—75 ft.; maximum building coverage, excluding parking—50%; detailed site plan approval required.

Industrial Zones I-1: Light Industrial—Light intensity manufacturing, warehousing, and distribution uses; 10% green area required. I-2: Heavy Industrial—Highly intensive industrial and manufacturing uses; 10% green area required. I-3: Planned Industrial/Employment Park—Uses that will minimize detrimental effects on residential and other adjacent areas; a mixture of industrial, research, and office uses with compatible institutional, recreational, and service uses in a manner that will retain the dominant industrial/employment character of the zone; standard minimum tract size of 25 adjoining gross acres; standard minimum lot size of two acres; conceptual and detailed site plan approval required; 25% green area required; outdoor uses restricted; warehousing and wholesaling uses limited. I-4: Limited Intensity Industrial—Limited intensity (0.3 FAR) commercial, manufacturing, warehousing, and distribution uses; development standards extended to assure limited intensity industrial and commercial development, and compatibility with surrounding zoning and uses; 25% green area required. U-L-I: Urban Light Industrial—Designed to attract and retain a variety of small-scale light industrial uses in older, mostly developed industrial areas located close to established residential communities; establishes a flexible regulatory process with appropriate standards to promote reinvestment in, and redevelopment of, older urban industrial areas as employment centers, in a manner compatible with adjacent residential areas.

Overlay Zones2

T-D-O: Transit District Overlay—Intended to ensure that development in a designated district meets the goals established in a transit district development plan. Transit districts may be designated in the vicinity of Metro stations to maximize transit ridership, serve the economic and social goals of the area, and take advantage of the unique development opportunities which mass transit provides. D-D-O: Development District Overlay—Intended to ensure that development in a designated district meets the goals established in a master plan, master plan amendment or sector plan. Development Districts may be designated for town centers, Metro areas, commercial corridors, employment centers, revitalization areas, historic areas and other special areas as identified in approved plans.

Chesapeake Bay Critical Area Overlay Zones3

I-D-O: Intense Development Overlay—To conserve and enhance fish, wildlife, and plant habitats and improve the quality of runoff that enters the Chesapeake Bay, while accommodating existing residential, commercial, or industrial land uses. To promote new residential, commercial and industrial land uses with development intensity limits. Maximum residential density is the same as the underlying zone. L-D-O: Limited Development Overlay—To maintain and/or improve the quality of runoff entering the tributaries of the Chesapeake Bay and to maintain existing areas of natural habitat, while accommodating 2 These overlay zones are superimposed over other zones, and they may modify provisions of the underlying zones concerning uses allowed and standards for development. In addition, new development is generally subject to approval of a detailed site plan by the Planning Board. 3 These overlay zones are superimposed over other zones, and they may modify provisions of the underlying zones concerning uses allowed and standards for development. In addition, new development is generally subject to approval of a conservation plan and conservation agreement by the Planning Board.

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additional low-or moderate-intensity development. Maximum residential density is the same as the underlying zone, up to 4.0 du/net acre maximum. R-C-O: Resource Conservation Overlay—To provide adequate breeding, feeding and wintering habitats for wildlife, to protect the land and water resources base necessary to support resource-oriented land uses, and to conserve existing woodland and forests for water quality benefits along the tributaries of the Chesapeake Bay. Maximum residential density—.05 du/ gross acre.

Revitalization Overlay Districts4

R-O-D: Revitalization Overlay District—Intended to ensure the orderly development or redevelopment of land within a designated district. Revitalization Districts provide a mechanism for the county to delegate full authority to local municipalities to approve departures from parking, landscaping and sign standards. In addition, limited authority is also delegated for the approval of variances from building setbacks, lot coverage, yards and other dimensional requirements of existing zoning.

Architectural Overlay Districts5

A-C-O: Architectural Conservation Overlay—Intended to ensure that development and redevelopment efforts preserve and protect the architectural or design character of neighborhoods in accordance with an approved architectural conservation plan. Conservation districts may be designated in areas where the majority of properties have been developed and they exhibit distinct, unifying elements, characteristics, design or other physical features.

APPENDIX E APPENDIX E

4 These overlay districts are superimposed over other zones. However, they do not modify provisions of the underlying zones concerning uses allowed and standards for development. 5 These overlay zones are superimposed over other zones, and they may modify provisions of the underlying zones concerning design regulations. However, they do not modify provisions of the underlying zones concerning allowed uses. In addition, a detailed site plan for architectural conservation shall be approved by the Planning Board prior to the issuance of a building or grading permit. Approved Subregion 4 Master Plan and Sectional Map Amendment

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Appendix

Certificate of Adoption and Approval

S U B R E G I O N

P L A N

Approved Subregion 4 Master Plan and Sectional Map Amendment

653

APPENDIX E F APPENDIX

M A S T E R

CERTIFICATE OF ADOPTION AND APPROVAL

This master plan and sectional map amendment for Subregion 4 replaces the 1985 Approved Master Plan for Suitlancl-District Heights and Vicinity (Planning Areas 75A and 75B. and 1993 Approved Master Plan and Sectional Map Amendment for Landover arrd Vicinity (Planning Area 72). This master plan and sectional map amendment updates the 2000 Approved Sector Plan and Sectional Map Amendment for the Addison Road Metro Town Center and Vicinity; 2004 Approved Sector Plan and Sectional1\1ap Amendment for the Morgan Boulevard and Largo Town Center Metro Areas; and builds upon the 2006 Central Avenue Corridor Development Strategy Plarming Study; 2007 Greater Central Avenue Public Facilities implementation l'lan; 2009 New Carrollton Preliminary Transit District Development Plan and Proposed Transit District Overlay Zoning Map Amendment; 2005 Approved Sector Plan and Sectional Map Amendment for I he Tuxedo Road/Arbor Street/Cheverly Metro Area, 2006 Approved Suitland Mixed-Use Town Center Development Plan; and 2009 Approved Marlboro Pike Plan and Sec1ional Map Amendment. The Subregion 4 Master Plan and Sectional Map Amendment amends portions of tbe 2002 Prince George's County Approved General Plan for the physical development of the Maryland-Washington Regional District within Prince George's County, Maryland; 1983 Fzmctional Master Plan for Public School Sites; the 1992 Prince George 's Co1mty Historic Sites and Districts Plan; 2005 C01mtywide Green Infrastructure Fzmctinnal Master Plan; 2008 Approved Public Safety Facilities Master Plan; and 2009 Master Plan ofTransportation. The Prince George's County Planning Board of The Maryland-National Capital Park and Planning Commission adopted this master plan and sectional map amendment by Resolution No. 09-163 on December 3, 2009, after a duly advertised joint public hearing held on September 9, 2009 in conjunction witb tbe Prince George's County Council, sitting as the District Council, pursuant to the provisions of Section 27-645 of the County Code of Prince George's County, Maryland. The Prince George' s County Council, sitting as the District Council, approved this sector plan and sectional map amendment by Cowtcil Resolution No. 49-2010 on June 1, 2010.

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~ Royce Hanso Chaimtan

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~uel J. ParkbfJr., AICP Vice Chairman

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Alkrneld Acting Secretary-Treasurer

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