Preliminary Addison Road Metro Center Regulating Plan

Preliminary

Addison Road Metro Center Regulating Plan, May 2010 A Plan for the Heart of Prince George’s

The Maryland-National Capital Park and Planning Commission www.mncppc.org

Preliminary Addison Road Metro Center Regulating Plan

Author:

The Maryland-National Capital Park and Planning Commission

Subject:

Preliminary Addison Road Metro Center Regulating Plan

Date:

May 2010

Source of Copies:

The Maryland-National Capital Park and Planning Commission 14741 Governor Oden Bowie Drive Upper Marlboro, Maryland 20772

Series Number:

435102306

Number of Pages:

42

Abstract:

This document is the preliminary Addison Road Metro Center regulating plan. It implements the recommendations of the 2002 Prince George’s County Approved General Plan and updates the 2000 Approved Sector Plan and Sectional Map Amendment for the Addison Road Metro Town Center and Vicinity and the 2009 Adopted Subregion 4 Master Plan and Endorsed Sectional Map Amendment. Developed with input from the community, this document establishes functional overlays, allocates urban neighborhoods, sets forth building envelope standards, designates locations for public space and roadways, and specifies street types.

Abstract

Title:

Preliminary

Addison Road Metro Center Regulating Plan, May 2010

A Plan for the Heart of Prince George’s

The Maryland-National Capital Park and Planning Commission

Prince George’s County Planning Department 14741 Governor Oden Bowie Drive Upper Marlboro, Maryland 20772 www.mncppc.org/pgco

The Maryland-National Capital Park and Planning Commission

Prince George’s County Jack B. Johnson. County Executive

Royce Hanson, Chairman Samuel J. Parker, Jr., AICP, Vice Chairman

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.

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 decisionmakers, citizens and other agencies to continuously improve development quality and the environment and act as a catalyst for positive change.

Prince George’s County Planning Board Samuel J. Parker, Jr., AICP, Chairman Sylvester J. Vaughns, Vice Chairman Sarah Cavitt Jesse Clark John H. Squire

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Preliminary Addison Road Metro Center Regulating Plan

Montgomery County Planning Board Royce Hanson, Chairman Joseph Alfandre Amy Presley Marye Wells-Harley Norman Dreyfuss

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

Policy guidance for this plan came from the 2002 Prince George’s County Approved General Plan, the 2009 Adopted Subregion 4 Master Plan and Endorsed Sectional Map Amendment, and the 2009 Approved Countywide Master Plan of Transportation.

The allocation of land uses, building envelope standards, public spaces, and street types are primarily the result of stakeholder interviews and numerous workshops and community meetings that provided valuable input and helped to define the plan’s vision.

This plan defines four urban neighborhoods within the Addison Road Metro Center area and sets forth specific requirements for each building site, serving as the approved plan for the implementation of the county’s General Plan. The Addison Road Metro Center Regulating Plan is the first regulating plan in Prince George’s County and will implement the recently adopted urban centers and corridor nodes development and zoning code within the Addison Road Metro Center.

The residents and property owners in the Addison Road Metro Center area envision their community as a vibrant place with opportunities to live, work, play, learn, shop, and worship. Through an interactive planning process, members of the community partnered

with the planning team to develop a regulating plan that will guide future development and redevelopment initiatives in the area. We are continuing this effort countywide through an Envision Prince George’s initiative to engage a broad cross section of stakeholders in developing a shared vision for the future direction of quality of life and growth in Prince George’s County. Visit the Envision Prince George’s web site at www. mncppc.org/Envision to learn more about how to participate in this exciting initiative.

We invite you to carefully study this Preliminary Addison Road Metro Center Regulating Plan and encourage you to attend the public hearing on May, 13, 2010, at 6:30 p.m., at the County Administration Building (CAB) in Upper Marlboro to present your views to the Prince George’s County Planning Board. The County Council will hold a public hearing on May 18, 2010, at 10:00 a.m, at CAB. All comments presented at the Planning Board’s public hearing will be reviewed by the Planning Board in our deliberations prior to the adoption of the plan and transmittal to the County Council for action.

Foreword

The Prince George’s County Planning Board is pleased to announce that the Preliminary Addison Road Metro Center Regulating Plan is available for review prior to the public hearing scheduled for May 13, 2010, at the County Administration Building. Notification of the availability of the plan was sent to property owners in the area to afford them an opportunity to evaluate it.

We look forward to seeing you on May 13 and May 18, 2010.

Sincerely,

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

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Contents

Introduction 3 Purpose . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 Plan Area . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 Planning Context. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 Approved Subregion 4 Master Plan and Endorsed Sectional Map Amendment. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 Urban Design Concept . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 2002 Prince George’s County Approved General Plan. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6 2009 Approved Countywide Master Plan of Transportation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6 II. Vision—Proposed Regulating Plan 7 III. Functional Overlays 9 Environmental Overlay . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9 Transportation Overlay . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11 Public Facilities Overlay . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18 Historical Resources and Archeological Overlay . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24 Development Phasing Overlay . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28 IV. Regulating Plan 31 Urban Design Concept . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 31 Urban Neighborhood Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32 Appendices 35 Appendix 1: Asterisk 1. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 35 Appendix 2: Glossary. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 39 Acknowledgments Inside Back Cover

Preliminary Addison Road Metro Center Regulating Plan

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Addison Road Metro Center Regulating Plan Boundary

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Addison Road Center Boundary Streets Building 2005 Property within Metro Center Boundary

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he purpose is to establish a regulating plan for the Addison Road Metro Center in accordance with the requirements of Subtitle 27A, Urban Centers and Corridor Nodes, of the Zoning Ordinance, which provides a mechanism for implementing specific goals for concentrations of medium- to high-intensity, mixed-use, pedestrianand transit-oriented development at designated centers and corridor nodes.

Subtitle 27A sets forth the process for establishing a regulating plan, which is a plan, developed through a community planning process, to guide the design and placement of buildings, public spaces, and streets. Considering the information provided by the functional overlays developed through the planning process, the regulating plan allocates building envelope standards, public spaces, and street types within each urban neighborhood within a designated center or corridor node and provides specific information for the disposition of each building site, serving as the approved plan for the implementation of the county’s General Plan.

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 is considered to have development constraints.

Planning Context Approved Subregion 4 Master Plan and Endorsed Sectional Map Amendment The Subregion 4 Master Plan envisions the Subregion 4 area as a unique location where newer and older suburban neighborhoods coexist with development that is more urban in character.

NEW CARROLLTON

In an effort to capitalize on time-sensitive opportunities for upscale, mixed-use development in the vicinity of the Addison Road Metro Station, CB-13-2010 was introduced by the County Council to make limited amendments to certain procedures, requirements, and timeframes set forth in Subtitle 27A, so that the subject regulating plan may be approved concurrent with the Subregion 4 Master Plan and Sectional Map Amendment.

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LIVING AREA A

LANDOVER METRO GLENARDEN

LANDOVER GATEWAY 50 CHEVERLY 704 Columbia Park

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The Addison Road Metro Center is located in 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.

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The Addison Road 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.

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Existing residential development in the growth center consists of medium-density, singlefamily 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.

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I. Introduction

Purpose

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Cabin Branch Stream travels south from the top of the regulating plan boundaries, under Central Avenue, and parallel to the east side of Cabin Branch Road. An environmentally

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Legend Development Concept Plans Landover Gateway Urban Growth Center

Urban Growth Centers Along the Orange Metro Line

Urban Growth Centers Along the Blue Metro Line

Municipalities

Living Area Boundaries

Urban Growth Centers Along the Green Metro Line

Preliminary Addison Road Metro Center Regulating Plan

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This vision emphasizes:  Transit-oriented development at the eight centers and corridor nodes located in the subregion, connected to the surrounding residential areas by a multimodal transportation network.  Smaller, urban-scale residential communities, neighborhood commercial centers, and older main streets that meet residents’ needs.  Industrial areas that are improved and buffered to minimize their visual and environmental impacts.  A balance between new development that optimizes existing infrastructure and the revitalization and maintenance of existing neighborhoods and commercial areas through redevelopment, adaptive reuse, preservation, and conservation.  An enhanced environmental envelope that provides for a series of interconnected open spaces designed to improve stormwater management, conserve natural resources, and act as an amenity for the community.

The Subregion 4 Master Plan identifies seven key factors that influence the degree and timing of transit-oriented development (TOD) and ranks the market potential by growth center based on an assessment of these seven factors, with the Addison Road–Seat Pleasant and Morgan Boulevard Metro centers providing the strongest opportunity for nearterm TOD. The plan recommends the designation of the Addison Road Metro Center as a Regional Urban Center District (UC3), and includes a conceptual regulating plan, which divides the area into six urban neighborhoods.

Urban Design Concept from the Adopted Subregion 4 Master Plan The vision and urban design concept for the Addison Road 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 close to the Addison Road-Seat Pleasant 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, wrapped, 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 new street adjacent to the Metro entry. 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.

Abutting the denser development at the Metro, a singlefamily residential community along and to the west of Cabin Branch Road will be preserved. An improved buffer will help maintain the environmental quality of the Cabin Branch Stream east of this single-family neighborhood, as well as provide a transition from the mixed-use, urban development with ground-floor retail that will continue along Central Avenue to the surrounding communities. 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 create smaller interconnected blocks. Townhouse and small apartment development will surround 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 additional landscaping.

Traveling north across Central Avenue, east of Xenia Avenue, and south of East Capitol Street, mixed-use development will take advantage of the triangular shape of the site. A triangular park will be the cornerstone of this development, serving the residents and employees of the mixed-use development to the west. 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.

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. A small area of townhouse and small apartment development in the northwest corner will serve as a transition element for the surrounding, single family development to the north. Adak Street will extend west across Addison Road, and become part of the growth center’s new system of interconnected streets. The Adak Street extension will serve as this a main roadway for this section 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 an existing wooded area.

This wooded area will serve as a buffer and continues to the east side of Addison Road, behind the new townhouse and small apartment development along Harris Drive. Much of the mixed-use development will front on Addison Road and Central Avenue. The new townhouse and small apartment development in the northern section of this area will help transition from the taller mixed-use buildings to the single-family development north of this area. Again, the wooded buffer will continue along the northern edge to screen 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.

The existing single-family homes along Adak Street will be preserved and will abut new, ground-floor 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 grid of street blocks that will open up to a central public green. Cabin Branch will be exposed and restored at this public green, before traveling beneath Adak Street and continuing north.

Mixed-use development will continue along Adak Street, which will be extended to the east. Groundfloor 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.

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Urban Neighborhoods 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 establishment of building envelope standards and public spaces. Each neighborhood is typically bounded by major streets, roadways and parks or conservation areas. Detailed descriptions of each neighborhood are provided below.

Urban Neighborhood 1 Gross Acres—86.6 Net Developable Acres—58.2

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 run parallel to Addison Road. The new road will have 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.

Maryland Park Drive, and west of Addison Road. Within this neighborhood, a new road network will be constructed to develop a block grid system. Along Central Avenue extending from the shopping center entrance to Addison Road are 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 frontages within the neighborhood are 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 3 is located north of Central Avenue, south of Baltic Street, east of Addison Road, and west of Soper Lane. Within this neighborhood, the existing road network will form the overall urban block structure. Central Avenue will have shopfronts. Existing detached single-family frontages will remain 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 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 will 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 to Neighborhood 3. A section of this road extending from Soper Lane to Cindy Lane will have 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 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 2 Gross Acres—58.5 Net Developable Acres—43.8

Urban Neighborhood 4 Gross Acres—26.4 Net Developable Acres—17.7

Urban Neighborhood 6 Gross Acres—7.1 Net Developable Acres—7.1

Urban Neighborhood 2 is located north of Cabin Branch Court, south of Central Avenue, east of Addison Road,

Urban Neighborhood 4 is located north of East Capitol Street/Central Avenue, south of 68th Place, east of

Urban Neighborhood 6 is located north of the Metro line, south of Central Avenue, east of Cabin Branch

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 establish a new block grid system. Along the northern edge of 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.

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Preliminary Addison Road Metro Center Regulating Plan

Urban Neighborhood 3 Gross Acres—41.7 Net Developable Acres—21.0

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 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.

2002 Prince George’s County Approved General Plan The 2002 General Plan designated the Addison Road Center as a Community Center. Community Centers are envisioned as concentrations of activities, services and land uses that serve the immediate community.

These typically include a variety of public facilities and services-integrated commercial, office and some residential development and can include mixed-use and higher intensity redevelopment in some communities.

2009 Approved Countywide Master Plan of Transportation The 2009 Countywide Master Plan of Transportation’s recommendations are intended to produce a transportation system that provides residents and workers in Prince George’s County with safe, affordable, multimodal transportation choices that effectively contribute to the timely achievement of county growth, development and revitalization goals.

The proposed regulating plan, which was developed in response to Council Resolution 15-2010 and Council Bill 13-2010 builds on this vision. The following chapters describe how the proposed regulating plan works to achieve this vision.

II. Vision—Proposed Regulating Plan

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he vision for the Addison Road Metro Center per the Adopted Subregion 4 Master Plan and Endorsed Sectional Map Amendment includes high-density, mixed-use development west of the Metro, 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 comprise townhouses and small apartments, while Central Avenue would become more pedestrian-friendly, complete with ground floor, storefront retail.

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Illustrative Site Plan

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Illustrative Site Plan 8

Preliminary Addison Road Metro Center Regulating Plan

MARYLAND-NATIONAL CAPITAL PARK AND PLANNING COMMISSION Prince GeorGe’s county, MD

250’

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May 6, 2010

Addison Road Regulating Plan

Background

T

he Addison Road Metro Center Regulating Plan area is located within the Potomac River basin. Addison Road forms the ridge line between two subwatersheds, with the western portion of the area draining to the Lower Anacostia, and the eastern portion of the property draining to Lower Beaverdam Creek, both of which drain to the Anacostia River, then eventually to the Potomac River. Portions of the area are in the designated network of the Approved Countywide Green Infrastructure Plan along the main stem of Cabin Branch, which runs along the eastern boundary. This stream system includes regulated and evaluation areas, along with many areas of network gaps. Cabin Branch contains most of the forested tree cover within the regulating plan area and, therefore, is an important corridor to maintain within the network. The Green Infrastructure Plan also lists the Anacostia River as a special conservation area and seeks to replace important portions of the green infrastructure network that have been denuded as growth in the area has occurred.

There are approximately 10,900 linear feet of streams within the regulating plan boundary. Approximately 30 percent of the streams within the boundary have been channelized with concrete on both the banks and channels. The natural stream channels in this area are highly degraded with a large amount of fine silt and sediment, severely eroding banks, trash dumping, and small riparian vegetated buffers on the banks. A small wetland area exists at the intersection of Yolanda Avenue and Old Central Avenue and is approximately 0.22 acre in size.

An extensive amount of 100-year floodplain exists along the main stem of Cabin Branch, on the eastern portion of the project boundary.

In 2005, Prince George’s County performed habitat assessments for the streams in the Lower Anacostia and Lower Beaverdam Creek watersheds. Both of these watersheds are considered to be in “very poor” condition for both biological and habitat criteria. This means that the existing water quality only partially supports the aquatic fauna located in the streams. Healthy streams have ratings of “fair,” “good,” and “very good” on this scale. Within the Anacostia River watershed, all subwatersheds have ratings of “poor” or “very poor.” Stream corridor assessment data from this area also shows many impairments related to the streams within the Addison Road boundary area. These impairments include: trash dumping, stream bank erosion, exposed pipes, fish migration blockages, inadequate stream buffers, unusual conditions, and channelized streams. There are opportunities within the Addison Road Regulating Plan boundary where riparian buffers along streams can be enhanced with native tree plantings in order to provide in-stream cover, stabilize the banks of streams, and provide for stormwater mitigation. Areas of stream restoration should be explored at the time of redevelopment within the project area.

The percentage of ground surface that is impervious with the regulating plan area is approximately 35 percent, which includes building structures, roads, and sidewalks.

The urban tree canopy is approximately 40 percent; however, this is not representative of the Developed Tier in general because this tree canopy is mostly concentrated along the Cabin Branch corridor in the eastern portion of the plan area. This area is proposed for major development, and a lot of the tree cover will potentially be lost, decreasing the overall tree canopy percentage within the area. The 2002 General Plan states that the tree canopy in the Developed Tier should meet or exceed 26 percent by 2025, which is a goal of no net loss of tree canopy. Through redevelopment of the Addison Road Metro Center properties, it is imperative that urban tree canopy be integrated during the design process in order to achieve these long-term tree canopy goals.

The project area was mostly developed prior to stormwater management regulations, and as such, the methods used over the last 20 years, such as detention ponds, do not exist in the area. Impervious surfaces, such as pavement and concrete, do not allow for water from rain events to infiltrate into the ground, and instead this water runs off the land and into nearby stream systems, resulting in degradation. Due to the developed nature of the Addison Road Metro Center area and the proposed redevelopment, there are limited areas where traditional stormwater features can be constructed. Stormwater management that utilizes environmental site design to the maximum extent practicable will be required to be employed in order to micromanage stormwater runoff throughout the plan boundary. Underground stormwater management and/or cisterns should be utilized to the maximum extent practicable to address run-off volume concerns. Whenever possible, stormwater management functions should be combined with open space for the greatest utility of land uses.

Recommendations: 1. The regulating plan shall provide for the preservation and restoration of the Cabin Branch Stream system. New stream crossings shall be avoided or minimized. In appropriate areas, the forested riparian buffer shall be enhanced. As such, Urban Neighborhoods 5 and 6 should be considered for removal from the regulating plan boundaries. Opportunities for in-stream restoration shall be explored within the immediate area of this portion of Cabin Branch as part of the overall stormwater management approach.

2. At the time of stormwater management approval, environmental site design shall be utilized to the maximum extent practicable. Stormwater management needs shall be addressed holistically and wherever possible sites should share facilities.

Efforts shall be made to couple stormwater management and open space areas for maximum utility in land uses.

3. All tree plantings within the project boundary shall follow sound landscape principles, including providing adequate space for root growth and use of native plant stock.

4. Areas of channelized streams shall be investigated for potential integration into stormwater management designs, utilizing existing hydrologic conditions and stabilizing these systems if used to meet the stormwater requirements.

III. Functional Overlays

Environmental Overlay

Preliminary Addison Road Metro Center Regulating Plan

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Transportation Overlay Purpose

T

he transportation overlay was developed in response to concerns that local streets were being designed with excessively large and pedestrianunfriendly lane widths and radii based on American Association of State Highway and Transportation Officials (AASHTO) standards; however, the application of these standards is informed by the users and vehicles intended to use each street segment.

If it is desired to reduce road sizes from the standard (usually based on the needs of tractor trailers or buses), then additional information is needed to determine the appropriate standards. This is where the overlay for transportation comes in. By identifying the specific types of users or vehicles allowed on each segment, the appropriate design criteria can be selected when site planning is done.

Background As part of the extensive planning process used during the development of the Adopted Subregion 4 Master Plan and the subsequent planning activities for development of the Addison Road Metro Center Regulating Plan, the community identified important transportation issues and values. These identified issues and values, as well as close coordination with other agencies, provided the basis on which this transportation overlay was developed. The following is a summary listing of the identified values and guidelines that were used to develop an innovative transportation functional overlay for the area that focused on new ways of planning, where eliminating vehicular traffic congestion is only a small part of the overall plan to improve transportation choice, mobility, and safety in the plan area: 1. Promote travel by transit (rail and bus), walking, and biking as viable alternatives to automobiles.

2. Increase the availability of high-quality bus service.

3. Acquire and preserve adequate rights-of-way for the needed transportation system by establishing appropriate build to lines for future development or redevelopment.

4. Utilize a road network that responds to the existing context with appropriate landscaping and amenities that promote an appropriate, safe, and comfortable environment for all users.

5. Create multiple routes and access points to allow for safe and pleasant connectivity between pedestrian, bike, transit, and street facilities.

6. Provide safe and convenient routes for school buses and delivery, service, and emergency vehicles within and through the area.

7. Protect existing and established residential neighborhoods from negative transportation network impacts, such as speeding, cut-through traffic, and commuter parking.

8. Promote an equitable balance of financial support for construction and maintenance of transportation facilities from public (federal, state, and county) and private sources consistent with their level of responsibility.

The Addison Metro Road Metro Center Plan area is generally bounded by Cabin Branch Road to the east; Yost Place to the north; Baltic Street and Rollins Avenue to the West; and Cabin Branch Court and West Court to the south. The plan area includes the area a onehalf mile radius from the Addison Road-Seat Pleasant Metro Station. Assuming an average walking speed of three miles per hour, the entire regulating plan area is well within a ten-minute walk from the Addison Road-Seat Pleasant Metro Station. The regulating plan area includes and is surrounded by well-established residential communities.

Transportation Network Existing Conditions Information needed to evaluate the existing conditions of the transportation system were obtained from appropriate agencies, including the Maryland State Highway Administration, the Prince George’s County Department of Public Works and Transportation, the Washington Metropolitan Area Transit Authority, and The Maryland-National Capital Park and Planning Commission’s Geographic Information System. Additional corridor, lane, and intersection configurations and controls were gathered from traffic

studies, through field observations, and by using Google Maps.

Roadways and Streets The key roadway corridors within the plan area are Central Avenue/East Capitol Street (MD 214), Addison Road, Old Central Avenue (MD 332), Cabin Branch Road, and Rollins Avenue.

The portion of Central Avenue/East Capitol Street in the plan area that extends from Cabin Branch Road to Baltic Street:  Is classified by the Countywide Master Plan of Transportation as an arterial facility.  Is an east/west, six-lane divided roadway.  Is currently serving 35,000 to 40,000 vehicles per day and at the buildout of the proposed concept, the average daily traffic is projected to be 61,000 vehicles.  Has a posted speed limit of 35 miles per hour, but average operating speeds are much higher.  Has narrow sidewalks present throughout this section, but their continuity is often interrupted by driveways and utility poles on both sides.

There are three signalized intersections along this segment of MD 214:  MD 214 at Cabin Branch Road  MD 214 at Addison Road  MD 214 at Addison Plaza Shopping Center The portion of Addison Road between Central Avenue/ East Capitol Street (MD 214) and Ernie Banks Street:  Is classified by the Countywide Master Plan of Transportation as an arterial facility.  Is a north/south two-lane roadway that widens to six lanes between the Addison Road Metrorail Station access road and MD 214.  Is currently serving approximately 23,000 vehicles per day and at the buildout of the proposed concept, the average daily traffic is projected to increase to 49,100 vehicles per day.

 Has a posted speed limit of 35 miles per hour, but average operating speeds are higher.  Has a narrow sidewalk present on the east (Metrorail station) side throughout this section, but its continuity is often interrupted by driveways and utility poles.

Addison Road at the Metro access road is the only signalized intersection along this segment of Addison Road.

The portion of Addison Road that extends north from Central Avenue/East Capitol Street (MD 214) to 69th Street:  Is classified by the Countywide Master Plan of Transportation as a collector facility.  Is a north/south two-lane roadway that widens to four lanes between the Adak Place and MD 214.  Is currently serving 18,000 vehicles per day and at the buildout of the proposed concept, the average daily traffic is projected to be 24,400 vehicles.  Has a posted speed limit of 30 miles per hour, but average operating speeds are higher.  Has narrow sidewalks present throughout this section, but their continuity is often interrupted by driveways and utility poles.

Addison Road at Adak Road is the only signalized intersection along this segment of Addison Road.

The portion of Old Central Avenue (MD 332) from MD 214 to Burgundy Street:  Is classified by the Countywide Master Plan of Transportation as a collector facility.  Is an east/west, two-lane undivided roadway.  Is currently serving 11,500 vehicles per day and at the buildout of the proposed concept, the average daily traffic is projected to remain the same.  Has a posted speed limit of 30 miles per hour, but average operating speeds are much higher.  Has a narrow sidewalk present on the south side throughout this section, but its continuity is often interrupted by driveways and utility poles.

Preliminary Addison Road Metro Center Regulating Plan

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Addison Road Metro Center Transportation Overlay Bike Compatable Roads

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Preliminary Addison Road Metro Center Regulating Plan

Addison Road Center Boundary Bike Compatable Roads Conceptual Regulating Plan Roads Bike Friendly Detached Frontage Property Bike Lane General Frontage Bike Trail Storefront Frontage Side Path Townhouse/Small Apartment Frontage

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All the other roadways in the plan area are two-lane undivided streets that permit on-street parking and sidewalks on one or both sides of the roadway. There is a residential permit parking district in the Rolling Ridge subdivision. These roads have a posted speed limit of 25 to 30 miles per hour. These low-volume residential streets contain slow-moving cars with no street signage for bikes.

Public Transit The plan area is served by the Metrorail Blue Line and bus service. The Addison Road-Seat Pleasant Metro Station has street level pedestrian and vehicular entrances along Central Avenue and Addison Road, several bus bays, 16 bicycle racks, and a total of 1,268 parking spaces, including a short-term (kiss and ride) surface parking lot and commuter parking (park and ride) in a multistory parking garage.

Although the Metrorail system as a whole is reporting congestion along its busy lines at morning and afternoon peak hours, the Addison Road-Seat Pleasant Metro Station is operating well below its capacity. The 2009 average daily use of 3,700 riders is approximately 35 percent less than the 2004 daily average of 5,600.

The Addison Road–Seat Pleasant Metro Station lacks good pedestrian access to the existing nearby residential neighborhoods. Pedestrians from these neighborhoods must cross Central Avenue and/or Addison Road.

Visibility at these crossings is very limited, especially at night. According to a recent pedestrian count conducted by a traffic consultant, there are over 350 pedestrian crossings of Central Avenue in front of the Metrorail station between 6:00 a.m. and 6:00 p.m. on a

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Preliminary Addison Road Metro Center Regulating Plan

typical weekday. It is important that new developments be designed as transit-oriented, so as not to create additional safety issues for pedestrians crossing Central Avenue and Addison Road.

About 21 bus routes serve the station on a typical weekday including WMATA’s Metrobus and the county’s TheBus. The existing bus routes are concentrated on Central Avenue/East Capitol Street, Addison Road north and south, and Old Central Avenue.

The major bus routes in the plan area are: A11, A12, C21, C22, C29, F14, J11, J12, P 12, V12, V14, V15, 18, 20, and 23. Although the availability of the existing Metrorail and bus system makes the area attractive for residential and commercial development, it is important to enhance the quality of transit service and, in conjunction with transit-oriented site design, create a much more transit-friendly environment.

Freight Travel The majority of freight and service trucks are in the area either to deliver or pick-up cargo. A relatively small percentage of the freight that travels through the area uses MD 214, and to a limited extent, Addison Road south of MD 214. Commercial vehicles traveling within the study area are predominantly light trucks, singleunit trucks, and vans, with less than 10 percent being tractor trailer trucks.

Existing Condition Challenges  Inadequate pedestrian and bike access to the Metrorail station and existing shopping and employment areas.  Streets with narrow and discontinuous sidewalks.

 Poor pedestrian-scale lighting, lack of street trees, and insufficient pedestrian, biking and transit amenities.  Complex, inefficient intersection layout.  Pedestrians and bicyclists operating outside of designated crosswalks, sidewalks, and bicycle lanes, and making left turns across major roads.  Large number of uncontrolled (unsignalized) driveways.  Large volumes of automobiles turning into and out of the Metrorail station.  A lack of convenient pedestrian and bike connections between the Metrorail station and existing neighborhoods.  A poor street grid and the lack of pedestrian- and bike-friendly connections don’t offer safe alternate routes for local trips.

Transportation Overlay Components The transportation overlay was developed based on a review of the draft regulating plan. It is composed of the following data layer components: 1. Roadway Layer: Proposed street space.

2. Transit and School Bus Layer: Street segments to be designed to accommodate transit and school buses.

3. Pedestrian Layer: Street segments and trails that need to accommodate pedestrians.

4. Bicycle Layer: Street segments and trails that need to accommodate cyclists.

5. Freight, Delivery Layer: Street segments to be designed to accommodate delivery trucks.

6. Intersection Improvement Layer: Proposed intersection modifications to improve safety by consolidating vehicular and pedestrian movements at locations where traffic controls can be provided.

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Addison Road Center Boundary Conceptual Regulating Plan Roads Detached Frontage Property General Frontage Roads with On-Street Parking Storefront Frontage Townhouse/Small Apartment Frontage

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Addison Road Metro Center Transportation Overlay Delivery Truck Accessible Roads

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Addison Road Metro Center Transportation Overlay Sidewalk Types

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Public Facilities Overlay

Table 2: Subregion 4 Addison Road Metro Regulating Plan Area 2009 School Enrollment and Capacity Name

The evaluation area for the public facilities overlay includes a one-square mile area from the Addison Road-Seat Pleasant Metro Station.

Public School Facilities School students that reside within the Subregion 4 Addison Road Metro Center Regulating Plan area are assigned to attend three elementary schools, two middle schools, and one high school of the Prince George’s County Public Schools System. (See Table 1.)

Table 1: Prince George’s County Public School Facilities that Serve the Subregion 4 Addison Road Metro Regulating Plan Area NAME

ADDRESS

Carmody Hills Concord Doswell E. Brooks

401 Jadeleaf Avenue 2004 Concord Lane 1301 Brooke Road

G. James Gholson Walker Mill

900 Nalley Road 800 Karen Boulevard

Central

200 Cabin Branch Road

Lyndon Hill Elementary School

6181 Central Avenue

CITY Elementary Schools Capitol Heights District Heights Capitol Heights Middle Schools Landover Capitol Heights High School Capitol Heights Other School Facilities Capitol Heights

BUILDING SIZE (square feet)

ACREAGE

2009 Enrollment

State-Rated Capacity

Percent Of Capacity

2009 Available Capacity

57 78 81 71

234 100 84 418

75 72 74

244 225 469

102%

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Elementary Schools Carmody Hills Concord Doswell E. Brooks Total

316 356 350 1,022

550 456 434 1,440 Middle Schools

G. James Gholson Walker Mill Total

746 591 1,337

990 816 1,806 High School

Central

1,142

1,118

Source: PGCPS

52,366 43,984 46,508

9.2 9.4 10.6

115,868 129,348

32.5 37.8

168,366

60.5

52,342

.6768

Source: Prince George’s County Public Schools (PGCPS), Educational Facilities Master Plan 2008-2009

Within the regulating plan area, Lyndon Hill Elementary School is presently unoccupied and closed to students.

This facility was constructed in 1938 and is owned by the Board of Education. At this time, there are no plans for the future use of the building and grounds.

As of September 30, 2009, enrollment in the area’s elementary schools was at 71percent of capacity; middle schools were at 74 percent of capacity; and the high school enrollment was at 102 percent of capacity. The schools in the plan area have 418 seats available on the elementary level, 469 on the middle school level, and -24 in the area high school. (See Table 2.)

Current enrollment projections from the Board of Education, not taking into account buildout of the proposed regulating plan, show 25 fewer elementary school students and 507 fewer middle school students than in 2009.

During the same period, high school enrollment is expected to increase by 18 students. (See Table 3.)

Table 3: Subregion 4 Addison Road Metro Regulating Plan Area 2009 School Enrollment and Capacity, Projected School Enrollment and Change in Available Seats Name

2009 Enrollment

2017 Projected Enrollment

Carmody Hills Concord Doswell E. Brooks Total

316 356 350 1,022

334 226 437 997

G. James Gholson Walker Mill Total

746 591 1,337

406 424 830

Central High

1,142

1,160

2009-2017 Change in Enrollment Elementary Schools 18 -130 87 -25 Middle Schools -340 -167 -507 High School 18

State-Rated 2009* Available 2017* Capacity Capacity Available Capacity 550 456 434 1,440

234 100 84 418

216 230 -3 443

990 816 1,806

244 225 469

584 392 976

1,118

-24

-42

Source: PGCPS

*2009 & 2017 available capacity are derived by subtracting the state-rated capacity from 2009-10 actual and 2017 projected enrollments.

18

Preliminary Addison Road Metro Center Regulating Plan

The Maryland Public School Construction Program eval­ uates systemic capacity when determining the suit­ability of proposed new schools for state funding, with a preference toward redrawing the boundaries of over­crowded or underutilized schools in place of new construction.

In November 2007, Prince George’s County Public Schools (PGCPS) presented the Prince George’s County Board of Education (BOE) with a list of school facilities within the county that could accommodate a kindergarten through eighth-grade (K8) curriculum. The list included several schools within Subregion 4. On January 23, 2009, PGCPS presented the BOE with a proposal to consolidate or reprogram several schools. The BOE approved on March 26, 2009, the first phase of this plan to relieve overcrowding in county schools, as well as expand enrichment and specialty programs. Through the approval of this plan, four schools within Subregion 4 were consolidated and three were converted to K8 curriculum at the beginning of the 2009–2010 school year. Phase Two was approved by the BOE on January 7, 2010. It addressed overcrowding by recommending boundary changes to balance and adjust enrollment.

John Carroll Elementary and John Edgar Howard Elementary, which are within a two-mile radius of the regulating plan area, were consolidated and their attendance areas were incorporated into nearby schools with available capacity in Phase 1. As a result, these two schools ceased operation at the end of the 2008-2009 school year.

William W. Hall Elementary School, located within two miles of the regulating plan area, was converted to K-8 at the beginning of the 2009-2010 school year.

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 4 includes the FCI of the public schools, which serve the regulating plan area, and identifies the year in which each school was constructed. Two of the schools/school facilities evaluated were rated in good condition and 4 schools/ school facilities were rated in fair condition. One school facility in the study area was not evaluated in the study because it was constructed after 1993.

Population Projections and their Impact on Schools Elementary schools are built to accommodate an estimated 740 students, middle schools an estimated 900–1,000 students, and high schools approximately 1,500–2,200 students. K8 curriculum schools generally accommodate a maximum of 1,000 students depending on the school facility. Elementary schools have a neighborhood orientation while middle schools and high schools have a more regional orientation.

Table 5 shows the current pupil yield rates for each dwelling unit type. Pupil yield rates are used to estimate the number of students that would result from the development of each respective building type. For planning purposes, elementary, middle and high school pupil yield rates for single-family detached dwelling units were used.

Table 4: Subregion 4 Addison Road Metro Regulating Plan Area School Facility Conditions Name

2008 3di Fci

Carmody Hills Concord Doswell E. Brooks

5.50% 62.53% 70.54%

G. James Gholson Walker Mill

NR 63.03%

Central High School

32.93%

Lyndon Hill Elementary School

65.09%

2008 3di Rating Elementary Schools Good Fair Fair Middle Schools NR Fair High School Good Other School Facilities Fair

At buildout, it is projected that there will be an excess of 91 elementary seats and 190 middle school seats.

There is a potential deficit of 301 high school seats.

Table 6 shows the state rated capacity, 2009 enrollment, existing and projected excess/deficit seats, and enrollment at buildout for the study area.

1958 1968 1953 2002 1970 1961 1938

Source: Parsons 3DI study, 2008. FCI = Facility Condition Index. NR = Not Reviewed.

In May 2008, a facilities condition assessment of public schools within the county. It explored the physical conditions of each school was completed. It documented both internal and external. The assessment 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

Table 5: Pupil Yield Rates—2009 Elementary 0.16 0.14 0.14 0.04

Based on pupil yield factors, the dwelling unit growth is projected to yield an additional 327 elementary school students, 279 middle school students, and 277 high school students.

Year School Constructed

School Facility Conditions

Dwelling Unit Type Single-family Detached Single-family Attached Multi-family, Garden-style Multi-family with Structured Parking

By buildout, this plan projects an increase of an estimated 3,402 households within the one-mile evaluation area. Approximately 1,591 single-family detached dwelling units and 1,811 multifamily transitoriented dwelling units (multifamily with structured parking dwelling units) are projected.

Middle 0.13 0.11 0.06 0.04

High 0.14 0.10 0.09 0.03

Source: PGCPS and Prince George’s County Planning Department (PGCPD), 2008.

Preliminary Addison Road Metro Center Regulating Plan

19

Table 6: Subregion 4 Addison Road Metro Regulating Plan Area Projected School Enrollment and Capacity Needs Schools

State-Rated Capacity Elementary 1,440 Middle 1,806 High 1,118

2009 Enrollment 1,022 1,337 1,142

Existing Excess/ Deficit Seats 418 469 (24)

Projected Buildout Seats Needed 327 279 277

Enrollment At Buildout 1,349 1,616 1,419

Projected Buildout Excess/ Deficit 91 190 (301)

Source: PGCPS and PGCPD, 2009.

Libraries There are two branches of the Prince George’s County Memorial Library System (PGCMLS) that serve the regulating plan area. The Spauldings Branch is located at 5811 Old Silver Hill Road in District Heights and the Fairmount Heights Branch is located at 5904 Kolb Street in Fairmount Heights.

The Capital Improvement Plan includes plans for a new library located in a mixed-use development on the southwest corner of Central Avenue and Addison Road. In addition, the Landover Gateway Sector Plan recommends a 100,000-square foot central library that would house the PGCMLS headquarters, special collections, and other services with a countywide user base. Satellite library facilities 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.

Public Safety Police The Prince George’s County Police Department (PGPD) District III serves the Addison Road Metro Regulating Plan Area. It is located at 7600 Barlowe Road in Palmer

20

Preliminary Addison Road Metro Center Regulating Plan

Heights, Company 5, and Seat Pleasant, Company 8.

Company 5 is located at 6061 Central Avenue in Capitol Heights. This station houses 2 engines, 1 ambulance, 1 medic, 1 ladder truck and 1 METRO support unit.

Company 8 is located at 6305 Addison Road in Seat Pleasant. It houses 2 engines, 1 ambulance and 1 rescue squad. Companies 5 and 8 responded to a total of 4,082 EMS service calls and 1,065 fire calls in 2007.

Planning Efforts Park. The Department’s headquarters is adjacent to PGPD District III 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.

The towns of Capitol Heights, District Heights, Fairmount Heights, and Seat Pleasant are within a two-mile radius of the regulating plan area and each of them have municipal police departments. These police departments provide additional first response capability within their respective town limits and supplement the efforts of PGPD.

Fire and Emergency Medical Services Fire and emergency medical services (EMS) are provided by the Prince George’s County Fire/EMS Department. This department is one of the two largest combination fire/EMS departments in the United States, with both career and volunteer elements. There are two fire/EMS stations that provide first due fire/EMS service to the regulating plan area. These stations are Capitol

On March 25, 2008, the County Council approved the 2008 Approved Public Safety Facilities Master Plan.

Among the highlights of this plan are recommended renovations at the Capitol Heights Fire/EMS Station and the relocation or renovation of the Kentland Fire/ EMS Station. The plan also recommended a new fire/ EMS station at the Central Avenue Shopping Center, at the intersection of Shady Glen Drive and Central Avenue, and the relocation and construction of a new District Heights Fire/EMS Station, Company 26, near the intersection of Marlboro Pike and Silver Hill Road in District Heights. Since the release of the plan, construction of the District Heights Station, Company 26, was completed and the new station has opened for service.

Water and Sewer Facilities The Department of Environmental Resources designates areas eligible for public water and sewer service in the County’s 2008 Approved Water and Sewer Plan.

In general, properties within the Developed and Developing Tier are eligible for service and properties within the Rural Tier are not. All of the properties within the Addison Road Regulating Plan area are within a Category 3, Community System, thus are in the appropriate category for public water and sewer service.

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n order to determine the amount of available and required future parkland in the Addison Road Metro Center Regulating Plan area, staff looked at a study area composed of the regulating plan area plus the land within a one-mile radius from the Addison Road-Seat Pleasant Metro Station.

Open space resources such as parks and trails compose a community’s open space, together forming a network that provides public areas for active and passive recreation, animal habitat, and stormwater management. An open space network can be thought of as a fundamental framework for a community, providing attractive and comfortable natural connections between open spaces that encourage users to walk to nearby destinations and enhance the community’s built environment. Parks, hiker/biker trails, stream corridors, and tree-lined streets are components of such a system and are of critical importance in one’s enjoyment of the built environment.

The Addison Road Metro Center Regulating Plan area faces a unique challenge regarding efforts to provide adequate open spaces and recreational amenities for the residents. Since much of the area has already been developed, there is very little or no undeveloped land available for future parkland.

The plan area, as described above, contains 4,217 acres of land. Of this total, The Maryland-National Capital Park and Planning Commission owns 314 acres of public parkland. None of this parkland is located within the regulating plan area; it is all within a onemile radius around the core. Developed parks that lie within this radius include Walker Mill Regional

Park, J. Franklyn Bourne Aquatic Center, Peppermill Village Community Center, Millwood Neighborhood Recreation Center, Brooke Road Neighborhood Recreation Center, and a variety of smaller developed neighborhood parks and open parkland. Development at the Rollins Avenue Neighborhood Park will be complete in 2011. Booker T. Homes Neighborhood Park and Cedar Heights Neighborhood Playground will also be receiving upgrades in 2010. While Peppermill Village Community Center is scheduled for a future expansion, work has already commenced on major upgrades and new development at Walker Mill Regional Park and will continue through 2014.

At 504 acres, Walker Mill Regional Park is one of M-NCPPC’s largest parks. Development here has been focused on the south side of Walker Mill Road and has been limited by natural constraints such as the Southwest Branch, rolling topography, and mature climax forest. The park holdings are divided by Walker Mill Road, Walker Mill Drive, and a high-tension utility right-of-way. In recent years, a development plan has been created, money has been allocated to a variety of projects at this park, and work has started. On the south side of the park, an artificial turf field is being installed at the existing football/soccer field. Work will begin in 2010 on the installation of new infrastructure (park roads, additional parking, and a public water/ sewer system), a new themed play area, a restroom building, picnic pavilions, and a pedestrian bridge over the Southwest Branch to connect adjacent homes to the park. Future plans include a skate park, a splash pad, and a concession building.

On the north side of the park, the Concord Manor Historic Site will undergo major renovations so that

the house can be utilized by the community for public and private functions. A proposed separate annex will host larger functions. Barns and other outbuildings will be restored. A new concert pavilion will be the centerpiece of a festival grounds featuring lawn seating and overflow parking. West of the existing hedgerow, a proposed active recreation area will include a golf driving range, a First Tee 3-hole golf course, a practice area, a miniature golf course, and a clubhouse with interior multipurpose courts. A passive recreation area to the north will contain woodland trails and neighborhood connections. The historic Chesapeake Beach Railroad Regional Trail will be a significant part of this trail system. Finally, a new 35,000 square foot Park Police Headquarters will be built east of the Concord Manor site.

Calculations for the amount of future parkland that will be required in the study area are determined by standards (15 acres of local parkland and 20 acres of regional parkland for every 1,000 residents) established in the 2002 General Plan. Based on a projected population of 36,640 in year 2030 and 74,602 at buildout, M-NCPPC is projecting a need for 1,282 acres of parkland in 2030 and 2,611 acres of parkland at buildout.

As noted, M-NCPPC currently has 314 acres of parkland within the study area. In addition, the 2009 Adopted Subregion 4 Master Plan and Endorsed Sectional Map Amendment, identifies 102 acres of potential park acquisitions within the study area. Some of this additional parkland consists of smaller parcels that are either additions to existing parks or are infill sites that staff envision would be small urban spaces known as pocket parks. Typically, but not always,

these are small passive spaces that feature landscaping and seating.

Parks have long been recognized as major contributors to the physical and aesthetic quality of urban neighborhoods. But a new, broader view of parks has recently been emerging. This new view of parks goes well beyond the traditional value of parks as places of recreation and visual assets to communities and focuses on how the public is beginning to think about parks as valuable contributors to larger urban policy objectives, such as job opportunities, youth development, public health, and community building.

As the Addison Road Metro Regulating Plan area begins to evolve, it will be vitally important to intersperse and weave new parkland opportunities into this intensely developing area. These opportunities will emerge as the land develops and redevelops. Opportunities for the connection between urban parks and neighborhood quality is receiving renewed attention from all areas as the community strives to make their neighborhoods— the places where they live, work, and play—more attractive.

It is recommended that unique opportunities, such as converting roof tops to green oases and creating pocket and vest pocket parks, common gathering spaces, and large expanses of lawn with trees and fountains intercepting and interrupting the impervious surfaces common to urban areas, be considered in order to meet the parkland requirements for this plan. Although these spaces are not currently marked as specific parcels of land available for future acquisition as in traditional plans, it is essential that these ideas be carefully considered and integrated into the new development pattern.

Preliminary Addison Road Metro Center Regulating Plan

23

Historic Resources and Archeological Overlay Background

T

he Addison Road Metro Center Regulating Plan area is located at the intersection of Central Avenue, East Capitol Street, and Addison Road. Much of the plan area north of Central Avenue is located within the Town of Seat Pleasant, while the eastern portion and the area south of Central Avenue are located in unincorporated portions of Prince George’s County.

Native American populations inhabited the Seat Pleasant area from at least the Early Archaic Period (7,500-6,000 BC) and even after European contact in the 1600s, although their numbers diminished radically due to displacement and disease. Few archeological investigations have been conducted in the Seat Pleasant area and evidence of prehistoric lifeways has been impacted by continuing suburban development.

However, some prehistoric activity has been recorded along the streams that flow through the area. Native populations appear to have used the area primarily for seasonal hunting and obtaining raw materials for producing stone tools.

Large tobacco plantations dominated the Seat Pleasant landscape throughout the 1700s and 1800s. Seat Pleasant was a 452-acre land grant surveyed for Thomas Gantt, III, on February 18, 1765, and patented on May 26, 1767. Seat Pleasant was carved out of earlier land grants known as Good Luck and Father’s Gift.

Thomas Owen Williams acquired 250 acres out of the Seat Pleasant survey from Thomas Gantt on June 21, 1777 (CC2:366). Most of the area within the Addison Road Metro Center Regulating Plan is located within the bounds of what was once the Williams plantation.

Thomas Owen Williams built a house on the site of the current location of St. Margaret’s School. This house and its various slave quarters and outbuildings are 24

Preliminary Addison Road Metro Center Regulating Plan

documented in the 1798 Federal Direct Tax records.

Thirty-eight enslaved laborers worked on the Seat Pleasant plantation in the late 1700s. Thomas Owen Williams died in 1818, and he devised the Seat Pleasant plantation to his daughter, Mary, who married Thomas Berry. The Seat Pleasant plantation remained in the possession of the Berry family until 1873, when 736 acres were sold to Benjamin Lowndes Jackson, William Bladen Jackson, and George J. Seufferle (HB6:767).

Seat Pleasant was established as a late-nineteenth century streetcar suburb adjoining the eastern corner of the District of Columbia. In 1873, Benjamin L. Jackson, William B. Jackson, and George J. Seufferle platted the large community of Seat Pleasant. The community was named for the early-nineteenth-century estate of the Williams and Berry families. The early plat shows several buildings including houses, farms, outbuildings, cabins, a store, and blacksmith shop, reflecting the rural nature of the area.

Large-scale development did not begin in Seat Pleasant until after the extension of the rail lines and streetcar lines from Washington, D.C., in the 1890s. 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 District line at Chesapeake Junction (as Seat Pleasant was originally known) through Prince George’s County to Chesapeake Beach in Calvert County. By 1908, train service on the Washington, Baltimore and Annapolis Electric Line ran from Washington, D.C., through Seat Pleasant, and terminated in Annapolis. Seat Pleasant was one of the first communities to develop in the early years of the twentieth century around these important transportation lines.

The Washington & Chesapeake Beach Railway was organized in 1891 by a Baltimore attorney, Edwin Warfield. Warfield purchased 3,000 acres on Fishing Creek in Calvert County to develop as a vacation spot for the rich and the middle class, with two large hotels, a boardwalk, a racetrack, and amusements. Warfield’s plans were never realized and the railway was placed in receivership in 1895.

The Chesapeake Beach Railway Company was organized to implement Warfield’s resort plan and Otto Mears, a railroad builder from Colorado, was put in charge of the project. Mears began construction on the railway in 1897 and the line to Chesapeake Beach was completed by 1899. The Chesapeake Beach Railway extended 27.629 miles from Washington, D.C., to Chesapeake Beach in Calvert County. The line left Washington, D.C., at the Chesapeake Junction at Minnesota Avenue and Nannie Helen Burroughs Avenue N.E., ran through Seat Pleasant where it met with the Washington, Baltimore and Annapolis Electric Railway. From Seat Pleasant, the railway passed through Upper Marlboro over the Popes Creek Branch and on to Chesapeake Beach. The railroad’s principal yard and shop buildings were placed on an eight and one-half-acre tract in Seat Pleasant within the Maryland Park subdivision. The engine house was completed in 1902 and was used for making light repairs on the engines and cars of the railroad line. The railway operated for nearly 35 years, but did not survive the Great Depression and the rise of the automobile. The last train ran on April 15, 1935. To make way for the Addison Plaza Shopping Center, the Chesapeake Beach Railway engine house and rail yard were demolished in the 1980s.

The following findings are organized to reflect the six Urban Neighborhoods identified within the project area boundaries.

Findings The Addison Road Metro Center Regulating Plan boundaries do not currently encompass any historic sites, historic resources, or historic districts regulated by the Prince George’s County Historic Preservation Ordinance (Subtitle 29 of the Prince George’s County Code) or included in the Inventory of Historic Resources included in the county’s Historic Sites and Districts Plan.

Urban Neighborhood 1—Located at the southeast corner of the Central Avenue and Addison Road, Urban Neighborhood 1 includes the structures and land associated with the Addison Road Metro stop, an

intact residential neighborhood of approximately 125 single-family dwellings developed as the Rolling Ridge subdivision, and the St. Margaret’s Roman Catholic Church property.  Seat Pleasant. This was first platted for development in 1873 by civil engineer George W. Jackson for Benjamin L. Jackson, William B. Jackson, and George J. Seufferle, who were all Washington, D.C. grocers, comprising 28 lots on the north and south sides of Central Avenue (Turnpike). Pinkney and Hester J. Rollins acquired Lots 1, 2, and 4 of the Seat Pleasant subdivision, containing 399 and onequarter acres, on September 18, 1877 (JWB25:545).

The Rollinses granted a right-of-way through their property to the Washington City and Point Lookout Railroad Company on March 31, 1881 (WAJ2:654).

Property within this early subdivision is located in Urban Neighborhoods 1, 2, 3, and 4.  Murdaugh and Whiting’s Subdivision of Seat Pleasant. Albert C. Murdaugh and George C. Whiting acquired Lots 1, 2, and 4 of the original Seat Pleasant Subdivision, located on the south side of Central Avenue, from Hester J. Rollins on August 14, 1893 (JWB25:546). Murdaugh and Whiting resubdivided the land into 38 lots in 1893.

Property within this subdivision is located in Urban Neighborhoods 1, 2, and 3.  Bella Vista. Alfonso and Rose M. Procopio acquired an eight-acre tract on the west side of Cabin Branch and south of the old Chesapeake Beach railroad bed from George K.C. and Elizabeth M. Hardesty on November 16, 1949. The Procopios subdivided 6.43 acres into three blocks (A, B, and C) containing 15 lots on April 12, 1951, and named their subdivision Bella Vista. The nine houses in the Bella Vista neighborhood were built between 1951 and 1962.  Rolling Ridge. Max and Sylvia H. Miller and Max and Bertha G. Fanaroff obtained 28.168 acres from Lots 34-38 of Murdaugh and Whiting’s Subdivision of Seat Pleasant on December 30, 1954.

The Rolling Ridge Subdivision was platted in four sections. Section 1 was platted on March 10, 1955,

and comprises Blocks A, B, C, and F, which were divided into 58 lots on 10.73 acres along Rolling Ridge Drive, Saint Margaret’s Drive, and Cabin Branch Drive. Plat Two was approved on March 21, 1956, and comprises Blocks B, C, D, and F, which were divided into 44 lots on 8.85 acres along Cabin Branch Drive, Clearfield Court, Clearfield Drive, Clearfield Place, and Rolling Ridge Drive. Plat Four was approved on January 22, 1958, and comprises portions of Blocks D and F, which were divided into 26 lots on 5.9129 acres along Rolling Ridge Drive and Milfan Drive.  St. Margaret’s School—The Roman Catholic Archdiocese of Washington acquired 11.536 acres out of Lots 34-38 in Murdaugh and Whiting’s Subdivision of Seat Pleasant from William B. and Alice D. Jones on June 29, 1953. An additional 1.430-acre tract was acquired from Louis H. and Sarah Bell on December 30, 1954. The land acquired for the school was the former site of Seat Pleasant Manor, owned by the Williams and Berry families, and is located about a half mile from St. Margaret’s Church. The Southern Commercial Construction Company was awarded the contract to build a new church, school, auditorium, and convent to accommodate the parishioners from the Old St. Margaret’s and St. Matthias Churches.

Groundbreaking for the new complex started on February 2, 1953. The new school was fully operational on November 28, 1955.

Urban Neighborhood 2—Located at the southwest corner of the Central Avenue and Addison Road, Urban Neighborhood 2 includes approximately 85 singlefamily dwellings (most of which are sited on small narrow lots), several older freestanding buildings with commercial, institutional, or religious uses, the Lyndon Hills Elementary School, and several larger parcels of largely undeveloped land that may or may not include older dwellings or farm-related structures.  John E. Robinson’s Subdivision of Seat Pleasant.

John E. Robinson purchased two acres out of Lot 2 of Murdaugh and Whiting’s Subdivision of Seat Pleasant on December 8, 1904. Robinson platted

his six-lot subdivision on June 20, 1907. This subdivision fronted on Central Avenue and is located at the intersection of Central and Rollins Avenues.

There were four houses in this subdivision by 1940, when the Franklin Atlas was produced.  Belhaven. Comprising 43 lots measuring 20 by 100 feet, Belhaven was platted on the south side of Central Avenue by Sidney W. Langford and Louis P. Naylor on September 7, 1907. Only three houses had been built in the subdivision by 1940.  King’s Seat Pleasant. John C. King acquired Lot 11 in Murdaugh and Whiting’s Subdivision of Seat Pleasant on June 30, 1908. King’s Seat Pleasant comprised the west half of Lot 11 with 34 lots measuring 40 by 130 feet. Four houses were built in this subdivision by 1940.  Maryland Park. Alfred M. Duckett acquired Lot No. 7 of the original Jackson Subdivision of Seat Pleasant on January 19, 1895. Duckett platted the Maryland Park subdivision on June 19, 1901 on the north side of Old Central Avenue. Maryland Park comprised five blocks with a total of 71 lots.

Property within this subdivision is located in Urban Neighborhoods 2 and 4.  Lyndon Hill. The Lyndon Hill Subdivision, at the corner of Central and Rollins Avenues, was platted

by John William Brown on July 21, 1936. In May 1937, Brown offered to sell approximately five acres at $1,000 per acre to the Board of Education for construction of a new school. John William Brown sold the entire subdivision, along with an adjoining tract to the south to the Prince George’s County Board of Education on June 11, 1937. At its June 22, 1937, session, the school board voted to name the proposed new school building on Central Avenue “Lyndon Hill 3 District 18.” The contract to construct the Lyndon School was awarded to T. Calvin Owens on November 9, 1937. Charles A. Burgdorff, Herman C. Mehring, and Charles D. Heffner were appointed trustees of the Lyndon School on May 10, 1938.

Lyndon Hill School included grades 1–7, with a principal, nine assistants, and approximately 400

students. The school appears in the 1940 Franklin Atlas.  Lots 12-A, 12-B, and 12-C Murdaugh and Whiting’s Subdivision of Seat Pleasant. On May 11, 1937, Fonza W. Hellmuth subdivided part of Murdaugh and Whiting’s Lot 12 near the intersection of Addison Road and Central Avenue. Houses appear on Lots 12-A and 12-C in the 1940 Franklin Atlas.  Addition to Belhaven. Linwood H. Hastings and Howell J. Harris acquired 0.474 acre of the northern portion of Lot 2 in Murdaugh and Whitings Subdivision of Seat Pleasant on November 21, 1947. Hastings and Harris subdivided the 0.474 acres into three lots and platted a subdivision known as Hastings and Harris’s Addition to Bellhaven in March 1948.  Section Two: King’s Seat Pleasant. Nettie L. Poole acquired 4.53 acres on the east side of Lot 11 in Murdaugh and Whiting’s Subdivision of Seat Pleasant from John I. Maher on April 30, 1945.

Nettie L. and Felix M. Poole subdivided the 4.53 acre into 15 lots opposite John C. King’s original subdivision of the west part of Lot 11. This subdivision was known as Section Two, King’s Seat Pleasant, and was platted on April 28, 1949.

Urban Neighborhood 3—Located at the northeast corner of Central Avenue and Addison Road, Urban Neighborhood 3 includes approximately ten mid- to late-twentieth-century freestanding commercial buildings fronting Central Avenue, a double-loaded street to the north that includes approximately 35 mid-twentieth-century single-family dwellings, approximately ten additional single-family detached dwellings, and a large parcel to the north that is currently undeveloped but is approved for development as the Addison Station townhouse community.  Addison Heights. James J. and Barbara D. Ruppert acquired 15.5 acres from Lots 9 and 10 of the original subdivision of Seat Pleasant on December 31, 1949. The Rupperts platted the Addison Heights subdivision, containing 8.6734 acres on the north

side of Central Avenue (and to the east of Addison Road) on December 7, 1950. The subdivision included three blocks (A, B, and C) divided into a total of 30 lots.  Addison Heights Lots 23–40, Block C. The Rupperts further subdivided their land on the north side of Central Avenue on November 13, 1952. Nineteen lots, known as Lots 23-40, Block C, Addison Heights containing 5.5199 acres, were platted along Central Avenue between Addison Road and what is now Soper Lane.

Urban Neighborhood 4—Located at the north of East Capitol Street at the northwest corner of Central Avenue and Addison Road, Urban Neighborhood 4 is composed of a sprawling late-twentieth-century shopping center, several freestanding mid- to late-twentieth-century commercial buildings, a number of properties with automobile and sand-and-gravel-related industrial uses, and several modest early twentieth-century dwellings.

The area within Urban Neighborhood 4 was part of the Maryland Park Subdivision (see Urban Neighborhood 2). The Chesapeake Beach Railway Engine House was located on the site of what is now the Addison Plaza Shopping Center.  Tolson Heights Addition to Maryland Park. Houses on the north side of Baltic Street are located in Tolson Heights Addition to Maryland Park. The houses located to the west of the Addison Plaza Shopping Center were built between 1911 and 1955. These houses were not built as a cohesive community but were constructed at different time periods. They should be documented before they are demolished.

Urban Neighborhood 5—Located on the north side of Central Avenue, east of Urban Neighborhood 3 and at the eastern end of the plan area, urban Neighborhood 5 includes approximately six freestanding, single-family twentieth-century dwellings, a large area of open space formerly occupied by the Baber Village Apartments development that is approved for redevelopment as Peppermill Village, the Central Gardens apartments and Preliminary Addison Road Metro Center Regulating Plan

25

the Central Park Townhouse condominiums, the last two dating to the late twentieth century.

Urban Neighborhood 6—Located on the south side of Central Avenue, east of Urban Neighborhood 1, Urban Neighborhood 6 is a narrow strip of land, one lot deep.

The neighborhood include approximately six mid-tolate-twentieth-century detached single-story structures with a mix of commercial and residential uses as well as a number of open lots.

Parcel C (tax account 2059418 and 2093953) in Urban Neighborhood 5 (on the north side of Central Avenue and west of Cindy Lane) was surveyed for archeological sites in 2007 as part of the review of the Villages at Pepper Mill Subdivision (4-06134). One multi-component prehistoric and historic archeological site, 18PR918, was identified on the property. The prehistoric component consisted of a scatter of lithic materials that probably represent a short- term resource procurement camp near Cabin Branch. No diagnostic artifacts were recovered, so a more accurate date could not be attributed to the site. The historic component consisted of the remains of a 20th century dwelling that had been severely impacted by the dismantling process.

No further work was recommended on this site.

The ten-acre property located at 505 Addison Road (tax account 394777) was surveyed for archeological sites in February 2008 as part of the review of the Holy Cross P.B.S. Church Subdivision (4-07019). No archeological sites were identified, but staff requested that the ca.

1920s house on the property be recorded on a Maryland Inventory of Historic Properties (MIHP) form. The final Phase I archeology report and the MIHP form have not been submitted to Historic Preservation staff. No further archeological work will be necessary on this property.

26

Preliminary Addison Road Metro Center Regulating Plan

Conclusions Historic Preservation

There are no identified historic sites or historic resources located in the Addison Road Metro Center Regulating Plan area. However, no comprehensive architectural surveys have been conducted within the study area boundaries. Preliminary research indicates the presence of approximately 250 building that appear to predate 1960, the current cut-off date for National Register eligibility. Most of these buildings are found within three mid-twentieth-century subdivisions, Rolling Ridge, Addison Heights, and King’s Subdivision of Seat Pleasant, which includes a total of approximately 200 buildings. As many as 50 additional buildings, dating from the end of the 19th century through the 1950s, are found throughout the project area, primarily to the south and west. Within the project area, two public buildings are considered prominent landmarks and community features— Lyndon Hills School and St. Margaret’s Church and School.

Although numerous subdivisions were platted in the early twentieth century, Seat Pleasant did not take on the characteristics of a suburban neighborhood until the 1950s with increased automobile ownership and the expansion in the number of federal jobs in Washington, D.C. A majority of the single-family residences in the Rolling Ridge, Addison Heights, and King’s Subdivision of Seat Pleasant were constructed in the 1950s and consist of modest Cape Cod, ranch, and split-level houses. Residents were largely middle-class families who were employed by the federal government in Washington, D.C. There has been very little recent infill in these developments. Standard building setbacks were established to provide a uniform appearance to the

street fronts. The streetscapes in Rolling Ridge, Addison Heights, and King’s Subdivision of Seat Pleasant present a harmonious feeling, as standardized residential building styles, floor plans, and setbacks were utilized in each of these developments.

The creation of the Federal Housing Administration (FHA) in 1934 had a great impact on suburban development. The FHA not only provided low-interest loans to potential homebuyers, but also developed standards for how subdivisions should be designed.

These standards encouraged the design of subdivisions that followed the natural topography and employed a hierarchy of residential and collector streets. Culs-desac, deep setbacks, and roads with minimum rightsof-way of 50 feet with a paved width of 24 feet, were encouraged. The Rolling Ridge, Addison Heights, and King’s Subdivision of Seat Pleasant neighborhoods appear to have been developed in this spirit.

Although the buildings within the boundary of the Addison Road Metro Center Regulating Plan appear to be similar in character to a number of others in the nearby areas as well as other communities in the county, the pre-1960 buildings in the project area should be the subject of additional survey work to form part of the basis for policies, guidelines. and recommendations developed as part of the regulating plan.

Archeology One parcel within the Addison Road Metro Center Regulating Plan area that has a moderate to high probability of containing prehistoric or historic archeological sites is Parcel C in Urban Neighborhood 2, which was subdivided as Brighton Place in 2004 and was platted in 2007. The house that remains on the property was built around 1894

and is one of the oldest extant structures in the study area. Lot 13 in Murdaugh and Whiting’s Subdivision of Seat Pleasant, containing ten acres, was purchased

by Domenico Christofani on December 18, 1893.

The property remained in the Christofani family until it was sold for development in 2006. A Phase I archeological survey and a Maryland Inventory of Historic Properties (MIHP) form for the house should be required for this parcel.

Recommendations The approximately 250 buildings that appear to predate 1960 should be the subject of additional survey work to document their architectural character, historic significance, and National Register eligibility.

The dwelling within Parcel C in Urban Neighborhood 2, constructed circa 1894, is one of the oldest standing structures within the plan area, and although the property has already been subdivided and platted for redevelopment, a Phase I archeological survey and an MIHP form for the dwelling should be required prior to demolition. If archeological resources are identified on the property, further archeological investigation, Phase II, may be necessary to determine whether those resources are potentially eligible for listing in the National Register of Historic Places and/or the Prince George’s County Inve\ntory of Historic Resources. If the archeological resources are found to be eligible for inclusion in one or both of the above inventories, Phase III avoidance and preservation in place, or mitigation of adverse effects when a site cannot be avoided or preserved in place, may be necessary. Phase III requires a preservation plan or a data recovery plan prior to archeological excavations, as well as a public outreach component.

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Preliminary Addison Road Metro Center Regulating Plan

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Development Phasing Overlay Purpose

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he development phasing overlay depicts the planned development in the regulating plan area moving toward build-out and identifies the infrastructure necessary to support the planned development. The phasing plan also identifies infrastructure that must be completed prior to the development of the adjacent parcel or lot.

Background The development and redevelopment of large areas, such as the Addison Road Metro Center Regulating Plan area, do not happen at once. Successful implementation will result from a broad-based, sustained commitment from all stakeholders, the timing and manner in which development occurs will be determined by market conditions, the availability of private sources of capital, the availability of public funds for infrastructure improvements, the success of efforts to assemble land, the ability to build on momentum from current development efforts.

In considering the overall development phasing for the Addison Road Metro Center Regulating Plan area, it is important to identify the areas likely to change with little or no public investment for the first phase of development. In addition, those areas that

28

Preliminary Addison Road Metro Center Regulating Plan

are aging, in transition (characterized by a lack of maintenance and disinvestment), or incompatible with existing market demands and/or sited at key locations are highlighted for the first phase of development.

Subsequent development phases will respond to the availability of vacant or underutilized land, the presence of publicly owned land, and the proximity to the Metro station. Finally, areas with steep slopes, concentrations of smaller lots owned and occupied by individual property owners, and those requiring significant infrastructure investments for completion were identified for the later stages.

Recommendations The development phasing overlay includes four phases: Phase One: The first phase includes three quadrants located at the intersection of Addison Road and Central Avenue. The southwest quadrant is the subject of an approved site plan for an approximately 11- story, mixed-use development. The approved development includes ground floor retail in both the main building and fronting an ancillary parking garage, a public library, and office and residential uses in the upper stories. Properties located on the north side of Central Avenue at the intersection of Addison Road include two strip shopping centers, two gas stations, and a vacant commercial property that is currently owned by Prince George’s County.

New streets (1) and (2) are required from Addison Road east, new street (3) is required from Central Avenue connecting north to 69th Street, and new streets (4), (5),

and (6) are required between Hanlon and Walbridge Streets to allow for planned development.

Phase One is anticipated to occur in 0-7 years.

Phase Two: The second phase includes joint development opportunities at the Addison Road Metro Station site, which is owned by the Washington Metropolitan Area Transit Authority (WMATA).

This phase focuses on redevelopment of the existing WMATA parking garage at the intersection of Addison Road and Central Avenue and the properties along Addison Road, Zelma Avenue, and Yolanda Avenue from Central Avenue/Old Central Avenue south one block to proposed new streets. Phase Two would include a new public park and plaza that features a restored portion of the Cabin Branch stream.

A pair of one-way streets (7) on the WMATA site, a new street (8) between Addison Road and a new one-way circle (9) at Zelma Avenue, connecting to a new street (10) west to Rollins Avenue, and a new street (11) south one block from its intersection with Old Central Avenue are required to allow for proposed development.

Phase Two is anticipated to occur in 7-12 years.

Phase Three: The third phase includes properties on either side of East Capitol Street (Central Avenue) between Baltic Street and Yolanda Avenue, vacant parcels located at the intersection of Old Central Avenue and Rollins Avenue, and the former Lyndon Hills School site. This phase also includes the properties along Addison Road between Rolling Ridge Drive and

Ernie Banks Street.

Four new streets (12, 13, 14, and 15) are required in Urban Neighborhood 4 to create an interconnected network of streets north of East Capitol Street (Central Avenue), joining with Baltic Street to the north. A new street (16) between Addison Road and St. Margaret Drive, a new street (17) between Addison Road and Cabin Branch Road, and a new street (18) connecting them are required to allow for proposed development.

Phase Three is anticipated to occur in 12-20 years.

Phase Four: The final phase includes properties fronting Central Avenue north to include the parcels on Adak Street, east to the Seat Pleasant Town Hall and Fire Station. In addition, Phase Four includes the properties on Zelma Avenue, Yolanda Avenue, a planned new street (21) and Rollins Avenue from a planned new street (20) that is one block south of Old Central Avenue to Hanlon Street.

A new street (19) is required to connect from Central Avenue north to a proposed new street (2). A new street (20) from Zelma Avenue to Rollins Street and a new street (21) from one block south of Old Central Avenue to Hanlon Street are required to allow for planned development.

Phase Four is anticipated to occur in 20 years.

Neighborhood Preservation Rolling Ridge is designated as a neighborhood preservation area and is not included in phasing.

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Addison Road Regulating Plan Preliminary Addison Road Metro Center Regulating Plan

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Preliminary Addison Road Metro Center Regulating Plan

MARYLAND-NATIONAL CAPITAL PARK AND PLANNING COMMISSION Prince GeorGe’s county, MD

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May 6, 2010

Addison Road Regulating Plan

T

he vision and urban design concept for the Addison Road-Seat Pleasant Metro Center builds upon the conceptual regulating plan that was presented in the Adopted Subregion 4 Master Plan, the feedback from two community meetings held in spring 2010, and recommendations from the functional overlays. 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, wrapped, 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 station entry. A planted median will separate the wrapped structured parking deck from the new development directly across from the Metro station. The Metro station 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 station, while groundfloor 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 maintained. A new pedestrian connection will be added to improve access the Metro station from neighborhoods to the south.

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. Three new streets are introduced to the St. Margaret’s site to allow the property owner the opportunity to develop utilizing the townhouse and small apartment frontage and single-family detached frontage south of Rolling Ridge Road. Included in this development will be a central green, which is accessed from a new street connecting Addison Road and St. Margaret’s Drive.

Moving west across Addison Road, similar townhouse and small apartment development encircles 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, along with existing institutional use, will outline the western edge of this area fronting on Rollins Road and a new, secondary interior street, which will introduce important new streets to the grid of street blocks. The Jehovah’s Witness worship center and Lyndon Hill School on Rollins Road will be maintained and enhanced with surrounding vegetation. Townhouse and small apartment development will encompass small, interior courtyards, some of which will be shared with adjoining residential, office, or mixed-use development.

Traveling north across Central Avenue, east of Xenia Avenue, and south of East Capitol Street, mixed-use development will encompass the triangular section created by the intersection of Central Avenue/East Capitol Street and Old Central Avenue. An enhanced triangular park will serve as a gateway to the regulating plan area, serving the residents and employees of the mixed-use development to the west. 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 station to outlying single-family homes to the west.

Passing across Central Avenue/East Capitol Street to the north, mixed-use development mirrors that of

development on the south side of the 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, single-family development to the north. The Seat Pleasant Municipal Center will anchor the corner of Adak Street and Addison Road. A small, triangular park will break up the dense, urban development. 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.

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 roadway. A smallscale, mixed-use building, located at the center of the new townhouse and small apartment development in the northern section of this area, will help transition in scale to the single-family 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.

IV. Regulating Plan

Urban Design Concept

New, ground-floor retail and mixed-use development will occur along Central Avenue north to the tributary of Cabin Branch Stream. Cabin Branch Stream will be 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 to the east. Ground-floor retail will embrace a park on Central Avenue at its intersection with Adak Street, as well as provide safe pedestrian access to this new open space feature.

Preliminary Addison Road Metro Center Regulating Plan

31

Urban Neighborhood Description Urban Neighborhood 1 Gross Acres—86.6 Net Developable Acres—58.2

retail, extend east along a new street aligned with the vehicular entrance to the Addison Road-Seat Pleasant Metro station and north along the west side of Addison Road. Within the neighborhood a large civic green is located in the northern section along Central Avenue/Old Central Avenue, between Zelma and Yolanda Avenues, which features a restored stream and connects to an angled pedestrian plaza. Both Zelma and Yolanda Streets transition to residential uses as one moves south from the pedestrian plaza. Smaller-scale townhouse and small apartment frontages are designated for both Zelma and Yolanda Avenues as one moves toward Wallbridge and Ernie Banks Streets.

Five small open space areas are dispersed throughout the southern and western sections to serve both townhouse/small apartment and general uses.

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, shopfront frontages are located along Central Avenue in front of the Metro station with general frontages to the east along Central Avenue. General frontages define the remainder of the block surrounding the Addison Road Metro Station. Interior blocks that intersect Rolling Ridge Drive and run along Cabin Branch Road consist of existing detached single-family units. and the Rolling Ridge neighborhood is designated as a neighborhood conservation area. The existing character, including the building setbacks, 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, a small central civic green within the newly created townhouse/ small apartment block in the southern section of neighborhood, and a green space fronting on a proposed church of school building in the southernmost section of the neighborhood, between one of the newly created roadways and the existing single-family residential community to the south.

Urban Neighborhood 3 Gross Acres—41.7 Net Developable Acres—21.0

Urban Neighborhood 1 is located north of Walbridge Street, 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 create a block grid system. The northwest edge of the neighborhood consists of mixed-use general frontages along East Capitol Street and townhouse and small apartment frontages along Maryland Park Drive. Development south of Central Avenue and west of Yolanda Avenue consist of general frontage, which includes three- to six-story buildings of residential and/or commercial uses, transitioning to townhouse and small apartment development. Zelma Avenue is interrupted by an angled pedestrian plaza, which is surrounded by storefront uses. General frontages make up the portions of Zelma Avenue north of this plaza, while storefront frontages, which require ground floor 32

Preliminary Addison Road Metro Center Regulating Plan

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 be connected with new streets to establish the overall block grid system. A new north/south street will connect Addision Road to Harris Drive, an existing unimproved right-of-way. There will be no storefront frontages along Central Avenue.

Adak Street will include townhouse/small apartment frontages on the north side and general frontages on the south side and will terminate prior to its current connection with Addison Road. The western edge of the neighborhood transitions from storefront frontages, which contain retail uses at the intersection of Addison Road and Central Avenue, to a small area of general frontage, north to workshop frontages at Baltic Street

near the Chesapeake Beach Railroad trail. Finally, the plan includes two small open space areas in the northern section and one in the southern section, between Central Avenue and Adak Street.

Urban Neighborhood 4 Gross Acres—26.4 Net Developable Acres—17.7 Urban Neighborhood 4 is located north of Central Avenue/East Capitol Street/, 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 block grid system that would improve the access and walkability of the neighborhood.

Along Central Avenue/East Capitol Street extending

from the shopping center entrance to Yolanda Avenue are designated storefront frontages. Extending west along Central Avenue/East Capitol Street are general frontages. The central portion of the neighborhood includes townhouse and small apartment frontages along new streets. Additional general frontage is located along the northernmost edge of the neighborhood.

Two small civic greens are located within the neighborhood—one is centrally located and the other is situated in the northernmost section.

Urban Neighborhoods 5 and 6 Urban Neighborhoods 5 and 6 were identified on the conceptual regulating plan that was presented in the Adopted Subregion 4 regulating plan. These urban neighborhoods were located east of Soper Lane and Cabin Branch Road and west of Daimler Drive, on the north and south sides of Central Avenue. Through the planning process and the evaluation of the functional overlays, it was determined that it was not appropriate to include these areas. The Cabin Branch Stream and its associated buffers create a significant barrier that separates Urban Neighborhoods 5 and 6 physically and psychologically from the core of the regulating plan area. This environmental feature also creates impediments to the construction of a street network to meet the requirements of the regulating plan.

In addition, Urban Neighborhood 5, located north of Central Avenue, south of Canyon Drive, east of Soper Lane, and west of Daimler Drive, was eliminated from the regulating plan because of the steep slopes and expansive floodplain existing on the site.

Urban Neighborhood 6, located north of the Metro line, south of Central Avenue, east of Cabin Branch Road, and west of Daimler Drive, was considered an “orphan” in the conceptual regulating plan because it did not contain townhouse and small apartment frontage or storefront frontage and did not meet the 20-acre minimum gross acreage requirements to be fully considered as an urban neighborhood. This fact, along with the separation from the core due to the Cabin Branch Stream, led to the elimination of the neighborhood from the regulation plan.

Site Specific Treatments Designated by Asterisk 1 Specific Characteristics No specific characteristics are assigned to this property.

Additional Regulations and Opportunities No additional regulations or opportunities are identified for this property.

Exceptions to Subtitle 27A Standards Where the proposed development conforms to the conditions of approval under DSP-06001 and subsequent revisions, the height, siting, and element standards for the applicable BES at this location are waived. The use standards of the applicable BES are waived to the extent that they conflict with the conditions of approval under DSP-06001 and subsequent revisions. This exception shall not be construed to permit any uses that are prohibited under the applicable zone. (See Appendix 1.)

Limitations of Asterisk 1 This asterisks shall expire and the property shall become subject to all provisions of the regulating plan and Subtitle 27A when:  The above listed preliminary plans of subdivision or detailed site plans expire without the approved building being constructed;  Submission of a new preliminary plan or detailed site plan that departs from the approved preliminary plan or detailed site plans; or  Five years from the adoption of the Regulating Plan, if no building is constructed in accordance with the above approvals.

Preliminary Addison Road Metro Center Regulating Plan

33

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Regulating Plan MARYLAND-NATIONAL CAPITAL PARK AND PLANNING COMMISSION Prince GeorGe’s county, MD

34

Preliminary Addison Road Metro Center Regulating Plan

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May 10, 2010

Addison Road Regulating Plan

Property—Commons at Addison Purpose—Exception to Subtitle 27A Standards

Background Description of Impacted Properties The subject property is located on Tax Map 73, in Grid C-1, and is known as Parcel A, proposed Parcel B (Parcel 87), and Lot 5. The property is approximately 2.98 acres. Parcel A is subject to Preliminary Plan 4-05068, approved by the Planning Board on February 9, 2006 (PGCPB Resolution No. 06-37). Parcel 87 is subject to Preliminary Plan 4-08019, approved by the Planning Board on September 4, 2008 (PGCPB No. 08-124). Lot 5 is not the subject of a preliminary plan of subdivision.

The three distinct properties were brought together for a development plan in DSP06001/01, approved by the Planning Board on April 8, 2010 (PGCPB Resolution No. 10-50).

Legal Authority

Section 27A-301 (a)(4) states “a Regulating Plan may identify specific characteristics assigned to a lot or building site and may identify additional regulations (and opportunities) for lots in specific locations, as well as exceptions to the Building Envelope Standards (BES) or other standards of this subtitle.”

Section 27A-303(a)(3)(O) identifies astericks as a component of a Regulating Plan that designates “Any parcel-specific treatment.”

Appendices

Appendix 1: Asterisk 1

Planning Considerations The property has been the subject to multiple approvals. The conditions of these approvals are attached as appendices to this document.

These development approvals result from an extensive process of public hearing and development review. The approvals came after an open, public process and involved input from the Planning Board, the District Council and the community at large.

The approved design of the proposed buildings generally conform to the intent of the Regulating Plan and its goal of creating densely populated, mixed use center in close proximity to the Addison Road-Seat Pleasant Metro Station. Some elements of the design depart from the strict requirement of Subtitle 27A, such as proximity of the building to Addison Road and Central Avenue, the mix of uses on the property, the siting of the building, the design of the first floors.

The purpose of this asterisk is to allow the continued development of this property in accordance with the preliminary plan and detailed site plan approvals listed above.

So long as the property owner moves forward with the development as approved, the Addison Road Metro Center Regulating Plan will accommodate this development.

Preliminary Addison Road Metro Center Regulating Plan

35

THE MARYLAND-NATIONAL CAPITAL PARK AND PLANNING COMMISSION

The Maryland-National Capital Park and Planning Commission Prince George’s County Planning Department Development Review Division 301-952-3530 Note: The entire version of this abridged staff report can be accessed at www.mncppc.org/pgco/planning/plan.htm.

Detailed Site Plan

DSP-06001-01

Application

General Data

Project Name: Commons at Addison Road, Icon Property

Planning Board Hearing Date:

04/08/10

Staff Report Date:

03/25/10

Date Accepted:

01/21/10

Planning Board Action Limit:

Waived

Plan Acreage:

2.9791

Zone:

C-S-C/R-55

Dwelling Units:

171

Gross Floor Area:

22,696 sq. ft.

Planning Area:

75A

Tier:

Developed

Council District:

07

Election District

18

Municipality:

N/A

200-Scale Base Map:

201SE06

Location: Southwest quadrant of the intersection of Central Avenue (MD 214) and Addison Road, with frontage on Zelma Avenue Applicant/Address: Dawn Limited Partnership 4219 Dustin Road Burtonsville, MD 20866

Purpose of Application

36

Preliminary Addison Road Metro Center Regulating Plan

Detailed Site Plan DSP-06001-01 Commons at Addison Road

The Urban Design staff has reviewed the detailed site plan for the subject property and presents the following evaluation and findings leading to a recommendation of APPROVAL with conditions, as described in the Recommendation Section of this report.

The detailed site plan was reviewed and evaluated for compliance with the following criteria: a.

The requirements of Preliminary Plans of Subdivision 4-05068 and 4-08019.

b.

The approved plans for Detailed Site Plan DSP-06001.

c.

The requirements of the October 2000 Approved Sector Plan and Sectional Map Amendment for the Addison Road Metro Town Center and Vicinity.

d.

The requirements of the Zoning Ordinance in the C-S-C (Commercial Shopping Center) Zone and the R-55 (One-Family Detached Residential) Zone.

e.

The requirements of the Development District Overlay Zone (DDOZ).

01/15/09

f.

The requirements of the Prince George’s County Landscape Manual.

Acceptance Mailing:

01/19/10

g.

The requirements of the Prince George’s County Woodland Conservation and Tree Preservation Ordinance.

Sign Posting Deadline:

03/09/10

h.

Referral comments.

Staff Reviewer: Jeanette Silor

X

SUBJECT:

Informational Mailing:

Staff Recommendation Approval with Conditions

STAFF REPORT

EVALUATION

Notice Dates

Mixed-Use development with 171 dwelling units, 37,170 square feet of office, a 32,820-square-foot library, 15,890 square feet of retail, a freestanding parking structure and indoor pool building.

Approval

PRINCE GEORGE’S COUNTY PLANNING BOARD

Disapproval

Discussion

RECOMMENDATION

f.

Provide evidence from Department of Public Works and Transportation (DPW&T) that the detailed site plan is consistent with the approved stormwater management concept plan.

Based upon the foregoing evaluation and analysis, if the Planning Board approves the subject Detailed Site Plan revision DSP-06001-01, Commons at Addison Road, the Urban Design staff recommends that the Planning Board adopt the findings of this report and recommends APPROVAL of the application as follows:

g.

Revise the plans to demonstrate conformance with S4. E. along the south property line adjacent to the existing single-family detached residence.

A.

h.

Revise the plans to provide a five-foot-wide grass planting strip between the sidewalk and curb along Central Avenue.

i.

Revise the plans to provide loading spaces that are 33 feet long by 12 feet wide.

j.

Provide a loading schedule on the site plan.

k.

Provide a gate in the perimeter fence where the sidewalk or pedestrian path intersects with the sidewalk along Central Avenue (MD 214).

Staff recommends APPROVAL of Detailed Site Plan DSP-06001-01, Commons at Addison Road, Icon Property, subject to the following conditions:

l.

Provide Americans with Disabilities Act (ADA)-compliant curb cuts and ramps and a marked crosswalk where the trail intersects with the drive aisle.

1.

m.

Provide ADA-compliant curb cuts and ramps and a marked crosswalk across MD 332 in the vicinity of the Zelma Avenue intersection, unless modified by SHA.

n.

Provide an eight-foot-wide sidewalk or path around the bioretention pond. This sidewalk or path will provide pedestrian access from Central Avenue (MD 214) (near the intersection with Addison Road) to the internal drive aisle and sidewalk leading to the building entrance.

o.

Add the following note on the site plan:

Staff recommends APPROVAL of the following additional amendments to the development district standards set forth in the October 2000 Approved Sector Plan and Sectional Map Amendment for the Addison Road Metro Town Center and Vicinity: 1.

2.

B.

B3. Materials and Architectural Details, Standard G: to allow GFRP (Glass/Fiber/Reinforced/Plaster) cornice material to be used on the buildings.

B4. Window and Door Openings, Standard A: to allow glass curtain walls associated with the retail within the main building and the natatorium building.

Prior to certificate approval of this detailed site plan, the applicant shall: a.

b.

c.

Provide evidence from all affected utility companies that the encroachments into the public utility easements (PUE) shown on the plans are acceptable. If such verification cannot be provided, these encroachments shall be eliminated from the plans.

Provide details demonstrating that the proposed wall will completely screen the transformers from the right-of-way. If it is found that the transformers will not be adequately screened, the plans shall be revised to provide additional screening elements.

Revise the plans to replace the board-on-board fencing proposed along the southern property line with an enhanced fence featuring a composite material resembling natural wood with brick piers at all corners and at regular intervals not to exceed 35 feet, or every four eight-foot-sections of fence. The fence shall be equally attractive from both sides and shall be reviewed and approved by the Urban Design Section as designee of the Planning Board.

d.

Revise the plans to demonstrate conformance to Section 4.1 of Prince George’s County Landscape Manual.

e.

Revise the plans to reincorporate shade trees into the design of the plaza associated with the retail on the east side of the main building.

“Pursuant to Section 24-111(c)(2) the current development proposed does not exceed 5,000 square feet of gross floor area. Any additional gross floor area which would result in a total GFA for this site of more than 5,000 square feet will require a preliminary plan of subdivision.” p.

Revise the plans to demonstrate conformance to Section 4.2 of the Prince George’s County Landscape Manual. If the substitution of plant material is proposed pursuant to Section 4.2(a)(4) of the Landscape Manual, justification of the need for such substitution shall be submitted to the Urban Design Section for review as designee of the Planning Board.

q.

Revise the plans to demonstrate conformance to S4.D of the Sector Plan where the parking lot is adjacent to Central Avenue.

Preliminary Addison Road Metro Center Regulating Plan

37

r.

Revise the east elevation (Phase 1) to replace the EIFS with a high quality, durable, and attractive finish material, such as masonry-based panels, to be reviewed and approved by the Urban Design Section as designee of the Planning Board.

6.

Prior to the approval of any building permit, the applicant shall provide evidence of a contribution for the benefit of the Prince George’s County Memorial Library System, in the amount of $57,138, for the development of the library on the subject property.

s.

Revise the temporary portion of the east elevation (Phase 1) to provide two additional vertical columns of windows. The windows shall be organized in a balanced and rhythmic composition, the design of which shall be reviewed and approved by the Urban Design Section as designee of the Planning Board.

7.

The applicant shall place underground all on-site utility lines and facilities, for utilities that serve the subject property and the proposed project. Utility lines and facilities off site need not be underground, but the applicant shall participate in an underground utilities fund at Central Avenue (MD 214) and Addison Road, if one is created, to study or implement the underground placement of utilities in this vicinity. Funding contributions by the applicant shall not exceed $10,000.

t.

Revise the freestanding signs so that they are no taller than 13 feet high.

8.

All residential portions of the building shall be accessed only by an electronic security card system.

9.

Construct the eight-foot-wide sidewalk along the subject’s entire frontage of Central Avenue (MD 214), unless modified by SHA. This sidewalk shall be separated from the curb by a five-foot-wide grass planting strip.

10.

Construct the eight-foot-wide sidewalk along the subject site’s entire road frontage of Addison Road, unless modified by DPW&T.

11.

Construct the five-foot-wide sidewalk along the subject site’s entire frontage of Zelma Avenue, unless modified by DPW&T. This sidewalk shall be separated from the curb by a five-foot-wide grass planting strip.

12.

The applicant and the applicant’s heirs, successors and/or assignees shall submit three original Recreational Facilities Agreements (RFA) to DRD for construction of private recreational facilities, for approval prior to the submission of final plats. Upon approval by DRD, the RFA shall be recorded among the county Land Records.

13.

The fitness center, aerobics room, business center, media center, lounge/billiards room, and indoor pool building (natatorium) shall be completed prior to the completion of the 123rd dwelling unit.

14.

Conditions 4.m., 5, 6, 10.a., 10.f., 10.g., 10.i., 10.j., and 10.k. of the District Council’s Order of Approval for Detailed Site Plan DSP-06001 remain valid and are applicable to the subject application.

u.

v.

2.

3.

Revise the Proposed Development table on the cover sheet so that it reflects the phasing demonstrated in the parking tabulation.

Revise the parking tabulation to accurately account for the required parking for the multifamily units.

w.

Provide evidence that the proposed disturbances to WMATA-owned land have been approved by WMATA.

x.

Revise the elevations so that the western portion of the building is no more than ten stories.

A final plat that consolidates the entirety of the land areas that comprise preliminary plans 405068 and 4-08019 shall be approved. The plat shall be filed in accordance with Preliminary Plan 4-08019 and incorporate Parcel A from Preliminary Plan 4-05068 in accordance with Section 24108 of the Subdivision Regulations.

A final plat for Lot 5 of Block B shall be approved with the following note: “Development on Lot 5 of Block B is limited to a cumulative 5,000 square feet of gross floor area pursuant to Section 24-111(c). At such time that development should exceed this maximum, then a preliminary plan of subdivision shall be required.”

4.

The following notes shall be placed on the final plat for the area that comprises preliminary plans 4-05068 and 4-08019, prior to approval: “This plat consists of the all the land area approved under preliminary plan 4-05068 and 4-08019 respectively.”

“The development of the underlying Parcel A and proposed Parcel B shall be in conformance with preliminary plans 4-05068 and 4-08019 respectively.”

5.

38

The application for the building permit for Parcel A shall contain a certification, to be submitted to The Maryland-National Capital Park and Planning Commission (MNCPPC), prepared by a professional engineer with competency in acoustical analysis using the certification template. The certification shall state that the interior noise levels have been reduced through the proposed building materials to 45 dBA Ldn or less.

Preliminary Addison Road Metro Center Regulating Plan

Appendix 2: Glossary Alley/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 (e.g., garages), utility meters, and recycling and garbage bins.

Architectural Standards: Parameters for materials,

configurations, and techniques that govern a building’s exterior functional and decorative elements.

Block: Lots, alleys, and tracts circumscribed and not traversed by streets (except for pedestrian pathways).

Blocks shall be measured at the frontage lot lines (in most cases this is the build-to line).

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 shall be within the specified buildable area.

Building Envelope Standards (BES): A set of standards that

emphasize the frontage and provide the specific ranges within which development may occur by describing the building form in three dimensions, height and siting (or placement on the lot), delineating functional building elements that are either required (such as windows and doors) or allowed (such as balconies and covered sidewalks), and providing broad parameters for uses.

Build-to Line (BTL): A line or plane indicated on the

regulating plan, defining the street frontage that extends vertically and generally parallel to the street, at which the building shall be placed. The façade shall be located on the build-to line—this is a requirement, not a permissive minimum. The minimum length and height of frontage that is required at the build-to line is shown on the appropriate building envelope standard.

Center, Community: The businesses in these designated urban centers are predominantly of a smaller scale. They complement and serve the surrounding neighborhoods.

As described in the General Plan, these centers are concentrations of activities, services, and land uses that serve the immediate community. This may include mixed-use and higher intensity redevelopment in some communities. These centers should also be served by mass transit, including heavy rail, light rail, or bus service.

Center, Metropolitan: A large-scale, mixed-use area comprising multiple urban neighborhoods. As described in the General Plan, these centers have a high concentration of land uses and economic activities that attract employers, workers, and customers from other parts of the metropolitan Washington area. High-density residential development may also be located in these centers, which are a primary target for employment in the county and can effectively be served by mass transit such as heavy rail, light rail, and bus service.

Center, Regional: A moderately scaled, mixed-use area comprising one or more urban neighborhoods.

As described in the General Plan, these centers are locations for regionally marketed commercial and retail centers, office, and employment areas. Educational and recreational complexes that primarily serve Prince George’s County and high-density residential development may also be possible. These centers should be served by mass transit, including heavy rail, light rail, or bus service.

Civic Land Use: Places of public assembly that provide ongoing life, safety, educational, recreational, and cultural services to the general public, as well as meeting areas for religious practice.

Civic Green or Square: A public open space. 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 or squares do not include active recreation structures such as ball fields and courts.

Civic Use Buildings: Those buildings that house strictly civic uses. The design of civic use buildings should be harmonious to the overall design and character of the urban center district.

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 Lot Lines: Lot lines shared by abutting private lots.

Corridor Node: A concentrated urban mixed-use location

Functional Overlay: A functional overlay consists of maps, technical studies, and other data as required by the Planning Director or designee. They provide an inventory of existing resources, establish functional transportation and environmental networks, and are used to identify how each property contributes to the overall working of the urban center district.

Garden Wall: A masonry wall defining a property line or delineating a private area. A garden wall may satisfy a building envelope standard front yard fence requirement.

along a specified corridor, to be developed in a mixeduse, 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 General Plan Tier.

The development at these nodes should be planned as transit-oriented.

Illustrative Plan: The purpose is to illustrate the likely

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 as specified by the Planning Director or designee may be placed within the dooryard area.

The dooryard area is designated in the street type specifications.

Minimum Employment Threshold: A threshold established

Encroachment: An element of a building or structure that extends into a setback or yard area. Also includes an element that extends beyond the private property over an abutting right-of-way.

Façade (Building Face): The building elevation facing the street space or build-to line.

Front Yard: An open space required by certain building envelope standards 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 shall be provided on both streets. This area is contiguous with the street and includes any front porch.

built results of the regulating plan by showing buildings on each lot and preliminary designs for streets or civic spaces in compliance with this subtitle and the proposed regulating plan. Where possible, renderings, models, or other visual material supporting the likely built results shall be included. in order to provide for or reserve space for a significant employment base in each urban center district as recommended by the General Plan. The threshold is expressed as a net lot area or demonstrated gross floor area of employment uses.

Natural Resource Inventory (NRI): A plan map and supporting documentation that provides all required information regarding the existing physical and environmental conditions on a site that is approved by the Planning Director or designee as described in the Environmental Technical Manual as approved and amended by the Planning Board from time to time.

Net Lot Area: The total contiguous area included within the lot lines of a lot excluding alleys, streets, and other public ways and land lying within a 100-year floodplain or other environmentally regulated area.

Parking Setback Line: A line or plane indicated on the regulating plan that extends vertically and is generally parallel to the build-to line. All parking shall be set back behind this line, except where it is below grade.

Preliminary Addison Road Metro Center Regulating Plan

39

The parking setback line is located a minimum distance from the build-to line and parking may be placed anywhere within the lot behind this line, except where otherwise specified in this subtitle.

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 shall not be built upon or parked or driven upon (except for emergency access).

Regulated Environmental Features: Regulated streams, nontidal wetlands, and their associated buffers.

Regulating Plan: The implementing plans for the development of urban centers and corridor nodes under Subtitle 27A. Regulating plans allocate the building envelope standards, public spaces, and street types within each urban neighborhood or center and provide specific information for the disposition of each building site and are the approved plan for the implementation of the county’s General Plan within designated centers or corridor nodes. The regulating plan also shows how each site relates to adjacent street spaces, the overall urban neighborhood, and the surrounding neighborhoods.

Story (Story Height): That space within a building and

Street Frontage: That portion of the lot or building that is coincident with the build-to line as required by subtitle.

Street Light: A luminaire installed along the street tree alignment line, unless otherwise designated on the regulating plan. Lighting standards for street spaces and alleys should be developed to meet the minimum standards 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 Tree: A tree required per Subtitle 27A that is of a proven hardy and drought-tolerant species and large enough to form a canopy with sufficient clear trunk to allow traffic to pass under unimpeded.

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 Type Specifications: A set of specifications that

define the overall width of the street and street space and the widths of all of the vehicular, pedestrian and bicycle-related amenities within these spaces.

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 Wall: A masonry wall that assists in the definition

Street: A public or dedicated right-of-way at least 24feet

Tree Lawn: A continuous strip of soil area—typically

in width; or a private road, right-of-way, or easement along which development is authorized pursuant to Subtitle 24; 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 shall be designated on the regulating plan and are intended to be open to public use regardless of ownership.

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.

40

Preliminary Addison Road Metro Center Regulating Plan

of the street space in the absence of a building. See the building envelope standards for height and gate specifications.

Urban Centers and Corridors: Those areas designated as centers and corridors in the Prince George’s County General Plan for development as mixed-use, pedestrian-

and transit-oriented districts of moderate- to highdensity and intensity. Urban centers comprise one or more urban neighborhoods. Corridor development is targeted to specified corridor nodes where mixed-use and transit-oriented development is most appropriate.

Urban Center District: Refers to the area encompassed by an urban center or corridor node designation. This term may be used interchangeably with “urban center zone.”

Urban Neighborhood: A defined area of buildings around a framework of interconnected blocks, streets, squares or civic greens within a designated urban center. They are mixed-use neighborhoods of 20 to 100 acres bounded and physically defined by large-scale streets or regulated environmental features. Smaller urban neighborhoods may exist due to environmental constraints.

Project Core Team Members Sonja Ewing, AICP, Project Leader Vanessa Akins, Chief, Community Planning North Ivy Lewis, Chief, Community Planning South Roberto Duke, Planner Coordinator Judelle Campbell, Planner Shannon Guzman, Planner Clara Fenwick, Planner Coordinator Evelyn Israel, Planner Sam White, Senior Planner Kipling Reynolds, Planner Coordinator Tamara Jovovic, Planner Betty Smoot, Principal Planning Technician Sara Chadwick, Planner Hyojung Garland, Senior Planner Mark Burt, GIS Specialist II Jeanette Silor, Planner

Project Resource Team Members Community Planning Ragaei Abdelfattah, Project Facilitator Robert J. Duffy, AICP, Planning Supervisor Briana Davis, Principal Administrative Assistant Gena Tapscott, Principal Administrative Assistant Gary Thomas, Principal Planning Technician

Countywide Planning Division Katherine Fritz, Senior Planner C.J. Lammers, Planning Supervisor Katina Shoulars, Planner Coordinator Faramarz Mokhtari, Ph.D., Planner Coordinator

Harold Foster, Planner Coordinator John Funk, Chief, Countywide Planning Division Frederick Shaffer, Planner Coordinator Daniel Janousek, Senior Planner Eric Foster, Planning Supervisor Howard Berger, Planner Coordinator Jennifer Stabler, Planner Coordinator Gail Rothrock, Planning Supervisor Raymond Dubicki, Planner Coordinator Susan Lareuse, RLA, Master Planner Arie Stouten, Chief, Development Review Division Joseph Valenza, Ph.D., Master Planner Tiffany Williams Jennings, Planner Coordinator Maria Martin, Planning Supervisor

Department of Parks and Recreation Carol Binns, Senior Planner

Information Management Division Robert Gelner, GIS Specialist II Christopher Rotondo, GIS Specialist I David Jarvis, GIS Specialist II Keith Wright, GIS Specialist II Dale Hutchinson, Chief, Information Management Division Asfaw Fanta, Supervisor

Publications and Office Services—Office of the Planning Director

Susan Kelley, Supervisor, Office and Publications Services Robert Meintjes, Publications Specialist Dee McChesney, Publications Specialist M’balu Abdullah, Senior IT Support Specialist Manching Li, Senior IT Support Specialist Ralph Barrett, Clerk Supervisor La’Tasha Harrison, Stock Clerk James Johnson, Stock Clerk

Acknowledgments

Senior Management Fern V. Piret, Ph.D., Planning Director Albert G. Dobbins, III, AICP, Deputy Director

The Maryland-National Capital Park and Planning Commission www.mncppc.org/pgco