FortTotten Walmart

::
VIA HAND DELIVERY

Jennifer Steingasser
Ofice of Planning
1100 4th Street, SW
Suite E-650
Washington, DC 20024
February 9, 2012
Re: Large Tract Review Application (Square 3748, Lot 52)
Dear Ms. Steingasser:
John T. Epting
jcpting@goulstonstorrs.com
202-721-1108 Tel
Jef C. Utz
jutZ@gou[stonstorrs.com
202-721-1132 Tel
Enclosed please find one original, nine copies, and an electronic version of a large tract
review application being filed on behalf of Fort Totten North, LLC, the owner of the above
referenced property. This application is being submitted pursuant to the Large Tract Review
Procedures delineated in Chapter 23 of Title 10 of the Distict of Columbia Municipal
Regulations. Included with this submission are the materials required pursuant to 10 DCMR
Section 2301.3. Also enclosed, please find labels for the owners of all properties within 200 feet
of the Property. We look forward to working with the Ofice of Planning in your review of this
application and are happy to answer any questions you may have regarding the enclosed
proposal.
cc: J aison Weinbaum
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Certificate of Service
I hereby certify that a copy of the foregoing document was sent to the following
addresses on February 9, 2012, by first-class mail or hand delivery:
LLLL5\J283.i
Jennifer Steingasser (10 copies)
Ofce of Planning
1100 4
th
Street, SW
Suite E-650
Douglass Sloan, SMD 4B09
313 Nicholson Street, NE
ANC 4B (9 copies)
6856 Easter Avenue, NW #316
^ppIicalion IorLargc 1raclKcvicv
Icc-Icu|,,sueaa,`
(sqaa:eI+,le|)
February 2012
LARGE TRACT REVIEW
BY THE
D.C. OFFICE OF PLANNING
APPLICATION OF FORT TOTTEN NORTH, LLC ("Develope . )
STATEMNT IN SUPPORT OF LARGE TRACT REVIEW APPROVAL
This Statement and the attachments hereto constitute the Large Tract Review application
for construction (the "P Ioject") at the property located at 300-320 Riggs Road, NE (Lot 52,
Square 3748) (the "P . ope f ty"). The Property is located in the Fort Toten area of the District
and is generally bounded by Riggs Road NE, Chillwn Place, NE. and 3r
d
Steet, NE.
Since the proposed mixed-use development will contain more than 50,000 square feet of
commercial gross floor area and more than three (3) acres, as shown on the plans attached as
Exhibit A (the "PlBOS), Large Tract Review ("L TR") is required under 10 DCMR 2301.3.
Consistent with Section 2301.3, this application complies with all of the LTR application
requirements by inclusion of the following information:
A completed certifcation form, in accordance with Section 2301.3(a), is attached as

ExhibitB;
The name, address and signature of all owners, and address of property included in
the area to be developed. If there is an agent, the applicant shall provide written
authorization and the extent of the agent's authority. Haccordance with Section
2301.3 (b), this information is included on Exhibits B and C.
A map showing location of the proposed project and the existing zoning of the site, in
accordance with Section 2301.3(c), is attached as Exhibit D.
A statement indicating the contribution of the project toward implementing cit and
community goals and policies. In accordance with Section 2301.3( d), this
information is discussed in Section III( c) below.
A statement indicating the relationship of the proposed development to the objectives

of the District Elements of the Comprehensive Plan for the National Capital. In
accordance with Section 2301.3(e), this information is discussed in Sections III(a)
and (b) below.
A general site and development plan, indicating the proposed use, location,
dimensions, number of stories and height of building, in accordance with Section
230l.3(, is included in the attached Exhibit A.
A general circulation plan, including the location of vehicular and pedestrian access
ways, other public space and the location and number of all off-street parking and
loading spaces, loading berths and service delivery spaces, in accordance with
Section 230 1.3 (g), is included in the attached Exhibit A.
A typical floor plan, in accordance with Section 230 1.3(h), is included in the attached
Exhibit A.
A general statement of the approxiate schedule of building construction. In

accordance with Section 230l.3(i), this information is discussed in Section II below.
Vehicular trip generation, trip assigment and before and afer capacity analysis and
level of service at critical intersections, in accordance with Section 230l.3G), is
included in the attached Exhibit E.
I. Description of the Propert and Surrounding Neighborhood
The Property, consisting of approximately 4.62 acres or 201,274 square feet of land area,
is currently owned by Fort Totten North, LLC. The site is currently vacant. was previously
iproved with three one-story structures that had a variety of retail and service uses resembling a
suburban strip mall, that were recently demolished. The remainder of the Property was a
patchwork of parking lots and vehicular access ways between the previously existing buildings.
The Property is located at the intersection of South Dakota Avenue and Riggs Road, NE,
a prominent intersection in Ward Four. The site is generally bOlmded by 3'
d
Street, ` to the
west and south; Chillum Place, NE to the north; and Riggs Road, NE to the east. The Property is
within walking distance to the Fort Totten Metrorail station.
The surrOlmding neighborhood generally is characterized by a variety of uses, including
various commercial properties of small scale and residential uses including duplexes and multi-
family housing. To the north, the Property is abutted by residential duplexes; to the west, the
Property is abutted by residences, multi-story housing and low scale commercial uses; to the
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DCDOCS17060203.2
south, the Property is abutted by commercial uses similar to those fo=erly on the Property and
industrial uses abutting the train tracks; to the east, the Property is abutted by a vacant parcel,
and, fer to the east, by multi-story residential housing and more low-scale commercial
buildings. The District Department of Transportation (0001) has spent a great deal of time and
money to reconfigure the abutting street network and intersecton.
. Description ofthe Project
Developer plans to develop the Property for an exciting, transit-oriented residential and
retail purpose. The Plans for the project are attached as Exhibit A.
The entire project will include approximately J0 apartment units and approximately
1J,00 square feet of retail space. The retail will be comprised of multiple neighborhood
serving retail stores, located at each corer of the Property along Riggs Road, and an urban
fo=at Walmart with a grocery component as the anchor tenant. The site will include
approximately 775 parking spaces' and aple bicycle parking racks for the use of the residents
of the apartments and the customers and employees of the retil portion of the Project. As the
plans demonstrate, the Property will be constructed with a four (4) story apartment building over
a one (1) story retail level. The Project will be four (4) stories from J' Street, NE and five ()
stories fom Riggs Road, . The residential component will have two "bars" running parallel
to Chillum Place connecting the portions of the structure fonting on J' Steet and Riggs Road,
^1. Two courtyards will be created by the residential stucture and located within the residential
component and on top of the retail component. The site will be accessed by four (4) separae
driveways - one (1) main entrance for the retail on Riggs Road, , one (I) secondary retail
1 is possible that such figure wil be modified as the Project is frther refined.
3
DCDOCS17060203.2
entrance on 3r
d
Street, NE, one (I) entrance for the residents on 3'
d
Street, NE, and one (I)
entrance for the residents on Chillum Place, .
All loading activity will also be located on the interior of the Proprty to minimize noise,
disturbance, or other adverse efects. The residential loading facilities will be located on the
west of the Property and will be accessed fom 3r
d
Street, NE. The four (4) primary commercial
loading berths will be located, interally, at the northwest comer of the Property more than
twenty (20) feet below the adjacent o Street and Chillum Place, NE, elevations, but will be
accessed separately from Rggs Road, NE. The commercial loading space will be located behind
the retail on Riggs Road, `.
The Property is located in the C-2-A Zone District, as shown on Exhibit D. The Project
will consist of one record lot and will be matter-of-right, other than the variance relief previously
approved by the Board of Zoning Adjustment fom the residential loading berth size requirement
of 2201.1 of the Zoning Regulations under BZA Order Nos. 17600, 17600-A, and 17600-B. As
shown on the Zoning Tabulation Chart included as Exhibit ad the Plans, the proposed project
fully satisfies all other applicable Zoning Regulations for the C-2-A Zone District. The modifed
plan for the Property was approved by the District of Columbia Zoning Administator as shown
by the determation letter dated October 10, 2011, attached hereto as Exhibit G (with further
attachment).
The proposed building will be approximately 50 feet in height under the Zoning
Regulations. The proposed building will have d| FAR of approximately 2.31 (comprised of 1.9
FAR of residential space and 0.4 FAR of commercial space). The Developer aims to create d|
actve steetscape on Riggs Road, NE with retil use along such fontage.
4
OLOLo\`2J
The Project is intended to complement and enhance the appearance and chamcter of the
neighborhood - which is comprised of an eclectic mix of uses and designs. The Project will
revitalize a fonnerly dilapidated stip center with surface parking into a vibrant and convenient
mixed-use project with the majority of parking and loading located below-grade. With one
cohesive approach, the Project's highly-diculated farade and detailed design wil energize the
neighborhood and signal a new vitality at the Property. By focusing on the design and replacing
a largely under-utilized lot, the Project will displace the sense of disinvestment that the Property
currently creates. The Project will be a key investment at a prominent corer location wmch will
stimulate and compliment other invesUent in the neighborhood.
The Developer will construct the Project in one phase and it anticipates breaking ground
on the project in the tmrd quarter of 7J7 and completing construction 7 to months
thereafter.
III. Relationship of Project to Comprehensive Plan'
a. Future Land Use Map and Zoning
The Comprehensive Plan's Future Land Use Map places the Property and the inunediate
area of the Project in the Moderate Density Commercial land use category, as shown on Exmbit
H. Shopping and service areas that are somewhat more intense in scale and character than low
density commercial areas are the predominant uses in this land use category. Buildings in this
land use category are larger and/or taller than those in low density commercial areas, but
generally do not exceed fve (5) stories. Areas with this land use designation range fom small
business districts that draw p!imarily fom the surrounding neighborhoods to larger business
district uses that draw fom a broader market area. The Project has been designed in accordance
Z
Psrequired by 10 DCMR 2301.3(e).
'
LLLLC5\10020J,2
with the Future Land Use Map and pursuant to the development parameters for this Zone
District.
The areas surrounding the Property include Moderate Density Commercial (to the east),
Low Density Residential (to the north and west), and Production and Technical Employment (to
the south).
The Property is also designated as a Neighborhood Commercial Center on the
Comprehensive Plan Generalized Policy Map, U shown on Exhibit H. These centers are
intended to meet the day-to-day needs of residents and workers in the adjacent neighborhoods.
The Project will achieve this objective by ofering both retail and residential options that are not
currently available in this community.
b. Satisfaction of Citide Elements of the Comprehensive Plan
The Project will directly promote all of the citywide elements of the Comprehensive Plan
as described below.
1. Land Use Element
The Project is m accordance with numerous elements of the Land Use Element of the
Comprehensive Plan.
By filling a currently vacant site with new retail and residential uses, the Project is
consistent with Policy LU-1.2.2 (Mix of Uses on Large Sites) since it ensures that te mix of
new uses on the Property "is compatible with adjacent uses and provides benefits to surrounding
neighborhoods and the city U a whole". By creating significant retail oferings on te Property,
the Project will provide beneficial use to the neighborhood and Cit U a whole. Furter, the
surrouncg neighborhood is largely devoid of shopping opportunities, particularly grocery
stores, so the Project will address such need.
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DOCS\7060203.2
The Project also complies with the principles put forth in the Land Use Element
regarding land management aronnd Metro stations which include "a preference for mixed
residential and commercial uses rather than single purpose uses, particularly a preference for
housing above gronnd fl oor retail uses" and "A priority on attractive, pedestrian-fiendly design
and a de-emphasis on auto-oriented uses and surface parking". The Project achieves both of
these principles by placing residential uses above gronnd fl oor retail uses and emphasizing the
pedestrian experience along the rejuvenated Riggs Road frontage. Additionally, all parking is
provided either below grade or in a structured parking garage.
1. Section LU-1.3: Transit-Oriented and Corridor Development
The addition of a significant amonnt of new retail space U addition to a sizable
residential component - on currently-vacant land within one-half of a mile of a Metorail station
entrance promotes the District's goal of transit-oriented development by capitalizing on and
making better use of the investents made in the Metrorail system. particular, it is consistent
with the goal articulated i Policy LU-1.3.1 which states that the Distict is to:
Encourage the development of Metro stations as anchors for economic and
civic development in locations that currently lack adequate neighborhood
shopping opportnities and employment. The establishment and growth of
mixed use centers at Metrorail stations should be supported as a way to
reduce automobile congestion, improve air quality, increase jobs, provide
a range of retail goods and services, reduce reliance on the automobile,
enhance neighborhood stability, create a stronger sense of place, provide
civic gathering places, and capitalize on the development and public
transportation opportunities which the stations provide.
Further, the Project is consistent with Policy LU-1.3.2 of "[c]oncentrat[ing]
redevelopment eforts aronnd those Metrorail station[ s] ... with weak market demand, or with
large amonnts of vacant or poorly-utilized land in the vicinity of the station entrance." The Fort
Totten Metrorail Station, with its relatively low utilization, is one such station. As mentioned
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DCDOCS\ 7060203.2
above, the area around the Fort Totten Metrorail Station has been long underserved by retail
oferings. The Project takes an important step to address such glaring needs of the conununity.
The Project will also be a well-designed undertaking that will implement Policy LU-1.3.4
(Design to Encourage Transit Use). By increasing the waikability of the neighborhood and
upgrading the pedestia experience along Riggs Road, NE, the Project will better connect the
surrounding neighborhood to the north to the Metrorail Station to the south. A secondary
residential lobby located at the comer closest to the Metro Station will also encourage residents
to use public transportation. Such Policy also mentions the discouragement of "suburban
building forms, such as shopping centers surrounded by surface parking lots". It should be noted
that the Project is replacing the previous use of a strip mall surrounded by surface parking lots,
precisely in accordance with this Policy.
Further, Section LU-l.3.S is also achieved as the Project has been designed u respect the
character and integrity of the adjacent neighborhood. The Project is thoughtflly designed to
integrate into the surrounding neighborhood. It will utilize the topography to blend into the slope
of the land and not overpower the adjacent single family homes. The Developer also took
special care to achieve Policy LU-1.3.6 (Parking Near Metro Stations) since it has creatively
deemphasized the parking lots and accentuated the pedestian steetscape at the Property,
including settng the parking under the retail (and behind it on the north comer of the Project)
and partially placing it into the lot's slope.
ii. Section LU-l.4: Neighborhood Infill Development
The Project's development of a vacant lot conforms wit the goal of "[e]ncourag[ing]
infill development on vacant land within the city, particulaly m areas where there are vacant lots
that create 'gaps' i the urban fabric and detact fom the character of a commercial or residential
8
DCDOCS\7060203.2
street" while remai g "compatible in scale with its surroundings." It will bring a vibrant use to
a large vacant parcel in the Fort Totten neighborhood - i a part of the Distict long overlooked
for such investments. Currently, the Property is a gap in the urban fabric that detracts fom the
character of the surrounding area. The Project will both improve the physical character of the
site and help make the neighborhood safer and more attractive, i conormance with Policy LU
IA.I. As mentioned above, the Project is creatively designed to integrate with the scale of the
surrounding neighborhoods.
iii. Section LU-2A: Developing Nodes
The Project aims to be a pedestrian-fiendly "node" of commercial development at a key
location along the South Dakota Avenue, NE corridor, in compliance with Policy LU-2A.5. It
will deliver an active streetscape and use mix that will jumpstart civic life in a new way for this
neighborhood. As discussed, the design of the Project - to be appropriate and compatible with
the surrounding area - is in compliance with Policy LU-2A.6.
Z. taHSgutauHIcmcn
The Project is in accordance with nUmerous elements of te Transportation Element of
the Comprehensive Plan.
First, the Project is a good example of transit-oriented development, in accordance with
Policy T-1.1.4 (Transit-Oriented Development) since it makes a signifcant investment in
pedestrian-oriented transportation improvements near a Metro station. Further, the Project
achieves Policy T-1.2.3 (Discouraging Auto-Oriented Uses) by situating retail in a manner that is
easily accessible by pedestrians from an activated streetscape near a Meto station. This
compares favorably to the Property's previous coniguration of inefcient commercial buildings
surrounded by a sea of surface parking lots. Additional y, a residential lobby oriented toward the
9
DCDOCS\70602032
Metrorail Station encourages renters to use public transportation. As a result of the eficient site
desig, the Developer has minimized curb cuts and multiple vehicle access points that would
interrupt the sidewalk and reduce pedestrian safety, in accordance with Policy T-1.2.3, yet has
maximized access to the site for residents, visitors, customers, employees, and suppliers. By
improving the pedestrian experience, the Project is in accordance with Policy T-2.4.1 (Pedestrian
Network); and by improving the safety and security for the pedestrian, the Project is in
accordance with Policy T-2.4.2 (Pedestrian Safety).
. Honsing Element
The Project is in accordance with numerous elements of the Housing Element of the
Comprehensive Plan.
Clearly, the Project is accordance with the overarching goal of Section H-1.1 of
expanding the District's housing supply. In Section H-l.l, the Comprehensive Plan states that
the Housing Element's goal is:
the production of housing is essential to the fture of our neighborhoods.
It is also a key to improving the city's fiscal health. The District will work
to facilitate housing construction and rehabilitation through its plannng,
building, and housing programs, recognizing and responding to the needs
of all segments of the community.
Policy H-l.l.1 (Private Sector Support) enacts such goal as it states that the District
should "[ e ]ncourage the private sector to provide new housing to meet the needs of present and
future District residents at locations consistent with Distict land use policies and objectives."
The Project achieves that Policy, in combination with Policy H-1.1.3 (Balanced Growth) which
encourages "the development of new housing on ... underutilized land in all parts of the city ...
including [addressing] the need for higher density housing" since the Property is currently vacant
(and was previously an ineficient strip shopping mall surrounded by a sea of parking lots) and
will be comprised of higher density housing.
10
ULULL\700Z03.2
The Project also achieves Policy 1- l+1&+ (Mixed Use Development) which stipulates that
the District should "[pJromote mixed use development, IncludIng housing, on coUerciaIly
zoned land, particularly in neighborhood commercial centers and around appropriate Metorail
stations." is unique for the surrounding community that the Project will include both the
signficant residential component described herein and a highly sought-afer retail component for
this underutilized site.
4. Envionmental Element
The Project is i accordance with nwnerous elements of the Environmental Element of
the Comprehensive Plan. Specifically, the Project is in accordance with Policy E-1.J.3
(Landscaping), which requires that landscaping is used "to beautif the city, enhance streets and
public spaces, reduce storwater runof, and create a stronger sense of character and identity".
The Project will surround the Property with lyer of landscaping which will both beautif the
streetscape and help to reduce storwater runof. Further, the Project will provide a great deal
of new housing and retail space near a Metro stop without removing ay environmentally
sensitive areas or open space.
While the Project will not have a green roof, the Proj ect will incJude two signifcantly
sized courtyards and is predominantly surrounded by green space consistent with Policy E-3. 1.2
(Usig Landscaping and Green Roofs to Reduce Runofl, which requires the promotion of "tree
pltig and landscaping to reduce storwater runof .... " By stacking its parking, the Project
also reduces the extent of the paved impervious area that would otherwise contribute to the
fWl0f problems in the Washington area. As discussed below, the Project will install modem
storm water management systems, including storwater retention facilities.
Qaddition, the Project will also comply with the District's Green Building Act.
11
!L!!!5'700`0J`
D. Economic Development Element
The Project is in accordance with numerous elements of the Economic Development
Element of the Comprehensive Plan.
Currently, the site is vacant (and was previously comprised of underutilized and low
slung buildings surrounded by a sea of inefficient parking lots). The proposed development will
contribute favorably to the quantity and quality of employment opportnities in the Distict by
adding a signifcant number of new jobs - both permanent jobs and construction-related jobs -
on a currently unutilized property. Further, the expected retail gross sales will generate
signifcant tax revenues on an annual basis. In all, the retail will transfor a site that is not
currently harvesting revenues for the Distict into a project that generates significant new
revenues for the District and provides numerous employment opportunities for area residents.
Furthermore, the addition of new commercial space will help meet the curent demand for retail
offerings. As mentioned above, the retail will include an urban-format Walmart at the heart of
the site, but also multiple neighborhood-serving retailers - at the comer of Riggs and Street
and Riggs and Chllum. The proposed commercial use is permitted as a matter of right in the C-
2-A District.
The Project will be in accordance with Policies ED-2.2.1 (Expanding the Retail Sector)
and ED-2.2.7 (plannng for Retail) since it will deliver a greater amount of improved retail
options and allow the Distict to more "flly capitalize on the spending power of residents,
workers and visitors, and that will meet the retail needs of underserved areas." Further, the
Project will achieve Policy ED-2.2.3 (Neighborhood Shopping) by "creat[ingJ additional
shopping opportunities in one of Washington's neighborhood commercial districts to better meet
the demand for basic goods and services" on an underutilized site. The delivery of a significant
I2
OLOOLb\7oZJ
retail component, including a grocery store, is in accordance with Policy ED-2.2.6 (Grocery
Stores and Supermarkets). There is not currently a grocery store in the vicinty of the Project. In
fact, there is very little retail in the Property's environs. The surrounding area is not only a "food
desert" but it is a retail desert. Therefore, the Project is also in compliance with Policy ED-3.l.l
(Neighborhood Commercial Vitality) since it will "[p Jromote the vitality and diversity of
Washington's neighborhood commercial areas by ... attractig new busiesses and improv[ e J the
mix of goods and services available to residents."
The Project will allow for retail sales that are otherwise being lost to surrounding
jurisdictions to take place within the Distict of Columbia. As described in Section 708.4 of the
Economic Development Element, retail sales are essential to the District's finances. Under such
section, retail floor space generates more tax revenue for the City than a comparable amount of
housing or ofice space. That Section states that "[ c Jombining retail and residential uses allows
the District to capture sales taxes, income taxes, and property taxes, while also reducing retail
'leakage' and providing housing for the local workforce."
b. Urban Desig Element
The Project achieves a great deal of the Urban Desig Element's policies and goals.
will iprove a vacant propert within a neglected area of the District through the construction of
a high-quality mixed use building, thus achieving Policy U-1.1.1 (ational Image).
As described above, the Project will be thoughtflly designed so that it complements the
existing neighborhood context, yet strengthens the visual qualities of its surroundigs, in
compliance with Policy U-2.2.1 (eighborhood Character and Identity). The builcing will be
articulated to break down its mass to better relate to the surrounding apartments and single
family homes. Similarly, the Project "avoid[ s J overpowering contrasts of scale, height and
13
DCDOCS\7060203.2
density", in compliance with Policy UD-2.2.7 (Infill Development), smce it exploits the
topography of the Property to bury much of the proposed building. The Project's height is in
compliance with the underlying zoning's maxium allowable height of 50 feet.
The Project's approach to parking is also in accordance with the Urban Design Element's
policies. Specifcally, the design of the Project's parking to be integrated into, under and behind
the building complies with Policy UD-2.2.1 0 (Surface Parking). The Project allows the
pedestrian to be the primary actor interfacing with the storefronts and facades of the building
since the parking is removed fom the streetscape. By so minimizing the visual prominence of
the parking structures, the Project is in accordance with Polcy UD-2.2.11 (Parking Stuctres) as
well.
In a related vein, the Developer focused on creating an active pedestrian experience along
Riggs Road, `. This streetscape will be lined with conuercial store fontage and enhanced
with significant public space improvements including landscaping, hardscaping, tree boxes,
lighting, public ftre and other siilar public amenities. The Project will avoid windowless
facades along Riggs Road, NE. At the same time, the Project will also minimize the amount of
curb cuts and driveways. As a result, the Project is in compliance with a geat deal of the Urban
Design Element's policies, including: Policy UD-3.1.1 (Improving Streetscape Design), Policy
UD-3.1.2 (Management of Sidewalk Space), Policy UD-3. 1 .3 (Streetscape Design and Street
Function), Policy UD-3.1.7 (Improving the Steet Environment), and Policy UD-3.1.8
(Neighborhood Public Space).
14
DCDOCS\7060203.2
c. Contribution of Project to Cit and Communit Goals and Policies'
The Property is located in Rock Creek East Planning Area and the Fort Totten Meto
Station Area Policy Focus Areas. The Project satisfies the goals and policies of those specific
areas of the Distict as described below.
i. Section RCE-l.l: Guiding Growth and Neighborhood Conservation
By creating a high-quality new retail and residential project at the Fort Totten MetroraiJ
station, the Project is consistent with Policy RCE-1. 1. l 's goal of "Conservation of Low Density
Neighborhoods". The Project will maintain, conserve, and enhance the attactive, stable
neighborhoods of the Rock Creek East Planning Area. As reuire Mder this Policy, the
Project's "new development . . . [is] attactively designed and [contibutes] to the community's
positive physical identity. " The Project will promote and ensure good quality neighborhoods by
increasing housing and retail opportunities. Further, the Project will help attract residents by
providing a variety of housing options to current and potential residents of the District while
simultaneously improving te aesthetics of its location.
Similarly, the Project satisfies Policy RCE-1.1.2 of "Design Compatbility" since the
Project's design respects the scale and densities of adjacent properties, avoids sharp contrasts in
height and mass. and maintains and enhances the residential neighborhood around the Fort
Totten area.
Clearly, the addition of a significant retail component to the Project achieves Policy
RCE-1.1. 4's focus on enhancing "Neighborhood Shopping Areas". Under that policy, the
Comprehensive Plan encourages the development of multi-use neighborhood shopping and
services in areas designated for commercial uses on the Future Land Use Map, such d the
As required by 10 DCM 2301.3(d)
J
lClLCS\ 7ZJ.2
Moderate Density Commercial designation of the Property. The Project will create an important
retail node for the community, with an urban-format Walmart and flaking neighborhood-
serving retail, and an active streetscape that will stimulate civic activity and engagement.
By including a residential component, the Project meets Policy RCE-I.I.6' s focus on the
"Development of New Housing". That policy encourages the development of housing choices in
the Rock Creek East Planning Area.
ii. Policy UNE-2.7.1: Policy Focus Areas: Fort Totten Metro Station Area'
As a development on land that is underutilized and close to the Fort Totten Metorail
tatioQ, the Project is consistent wt Policy U-2. .1 which encourages the reuse of
"underutilized property in the immediate vicinity of the Fort Totten Metrorail station." The
Comprehensive Plan envisions that area as "a 'transit village' combining medium-density
housing, ground floor retail, local-serving ofce space, new parkland and civic uses, and
structured parking." Clearly the Project includes a great deal of such preferred uses, and would
have the effect of bringing more such uses to the neighborhood and creating such a self-
sustaining "tansit village".
Further, the Project will achieve Policy UNE-2.7.2 (Trafic Patters and Pedestrian
Safety), which aims to improve pedestrian access to the Fort Totten Metrorail Station, with a
patiicular emphasis on pedestian and vehicle safety improvements at the South DakotaJiggs
intersection. Clearly the Project wll assist to ceate both a more active, and a safer pedestrian
experience on Riggs Road, which will assist pedestians to tavel fom the residential areas to the
north and northeast of the Property to the Metorail station for the portion of the sidewalks
adjacent to the site.
Note that the Fort Totten Metro Station Area, as defined in the Comprehensive Plan, ]siported
from the Upper Northeast Area Element.
Ib
ILL5\70b020.2
IV. Environmental, Trafc and Neighborhood Impacts
a. Environmental Impact
The Project will not create any adverse enviro=ental impacts on the Property, or the
adjacent properties and surrounding neighborhood. The Project replaces the previous network of
impervious surface parking lots with a sustainability-oriented project design and inastucture.
As part of such updating to the site's infastructure, the Project will install moder storwater
management and drainage systems including storwater retention facilities. Given the size of
the site, this will be a significant improvement for the water quality of the District of Columbia.
There are existing sanitary sewer, potable water, and storm sewer lines on all steets
adjacent to the site. Therefore, it avoids unnecessary public costs such as new services or
facilities that would otherwise be required from public agencies.
b. Trafc Impact
The Project will not have an adverse impact on traffic patters in the surrounding
neighborhood. The Developer retained Wells Associates, Inc., to perform a Transportation
Impact Study for the Project, attached hereto as Exhibit E. The Transportation Ipact Study
concludes that the Project will not have an adverse efect on the surrounding street network. The
Developer will utilize the Transportation Impact Study to ensure that the Project does not create
taffc problems and that all trafc generated by the site will be adequately accommodated.
The Project wil satisf the requirements for off-street parking spaces required by the
Zoning Regulations. The Project will include approximately 775 parking spaces 400 of such
spaces will be located undereath the retail component and 375 of such spaces will be located in
a three-level structured parkg garage on the north portion of the Property. The parking spaces
serving the retail and residential components of the Project will be separately accessed. Pursuant
J7
1L\7ZJ.Z
to 2101.1, the Zoning Regulations only reqUIre one (I) parking space for every two (2)
apartments, and one (1) parking space for every 300 square feet of retail area beyond the Ltial
3,000 square feet of such use. The resulting parking requirement is approximately 595 parking
spaces. Therefore, the Project will provide adequate parking to meet the needs of the residents
and retail customers and will not create any adverse parking impact on the surrounding area.
Loading has been designed to mze conflicts between loading vehicles and
pedestrians and passenger vehicles. It has aso been designed to separate the commercial loading
fom the residential loading areas. Primary loading for the commercial space will be to the
northwest portion of the Property and accessed fom Riggs Road, ^, The Developer will
provide three (3) 72 foot loading berths, one (1) 30 foot loading space, and one (1) 30 foot
delivery space to service such retail space. The Developer will provide one (1) 30 foot
residential loading berth. Such location of the loading facilities will have the same efect in
minimizing disturbance on neighboring parcels - particularly the covered and interal loading
for the commercial component.
The project will not have an adverse impact on tafic patters surrounding the
neighborhood with the implementation of a Transportation Management Plan, as described in
Exibit E. The increase in the retail use will be served with the proposed tansportation
infrastructure plan that includes the existing roadway network, which is currently being
upgraded, and nearby mass transit, including the Fort Totten Metrorail station.
c. Neighborhood Impacts
The increased availability of residential units created by this project will benefit the
neighborhood by increasing housing options at this well-located site. The Project will add
attractive units to the neigborhood while at the same time expanding the tax base by bringing
1
OCOCLJ0203.2
residents to the District of Columbia, ad to Ward 4 in particular. Furter, the neighborhood wll
beneft fom signifcantly greater shopping options once the Project is constructed. The
immediate vicinity will be transfOfed fom a "food desert" to a vibrant neighborhood anchored
by the mixed use node created by the Project.
The Proj ect has been designed to minimize any detrimental impacts that may arise fom
the daily retail operations. In addition to the environmental and traffic considerations described
above, the proposed Project will not have a negative noise impact on the community. The trash
will be placed in enclosed receptacles to address odors. Any noise fom emptying the trash bins
wiIl be mitigated by their location in the interior of the site.
It should be noted that many of te products and services that the retail component will
provide are currently flflled by retailers in Marylad and Virginia, which represent a lost
opportunity for the Distict. The introduction of the retail space will bring with it convenience
for Distict residents, employment opportunities, and increased sales L revenues for the
District. It will also consolidate a number of trips currently made by residents ad shorten the
distance they currently drive to the suburbs, both of which are environmental benefits of the
Project.
The building will meet or exceed the stadards set forth in the District of Columbia Fire
Code, minimizing the burden on the District of Columbia Fire Department in the case of d
emergency. Ths Project will improve the safety of the community by redeveloping a vacant site
with an active, vibrant use.
The Developer has attended a senes of meetings willi the community, including lle
Lamond-Riggs Citizens Association, and plU to attend meetings with ANC 4B and other
interested community members regarding the Project during this process.
iV
LCLLCS\JZJ.Z
V. Relationship of Project to Rig Road and South Dakota Area Development
Plan
The Riggs Road and South Dakota Avenue Area Development Plan ("ADP") proposes
four major project visions. Those include (1) establishing a dynamic neighborhood center at
Riggs Road and South Dakota Avenue that enhances communty character and reactivates the
street; (2) attracting development that serves all generations; (3) connecting, activating, and
creatig new open spaces; and (4) promoting safe access and circulation throughout the
neighborhood. The Project accomplishes each of these visions.
a. Dynamic Neighborhood Center to Enhance Communit Character and
Reactivate the Street
The ADP addresses the importance of creating a dynaic neighborhood at Riggs Road
ad South Dakota Avenue through reinorcing the intersection' s four comers with street
activated retail uses. The Project acheves the goal of providing street activated retail uses by
introducing street-facing retail into the ground floor of the Project. The Project simultaneously
encourages aesthetically consistent development that is compatible i scale and character with
the ADP's concepts and plans for the adjacent comers. Based on both the short term and long
term redevelopment designs of the intersection provided i Figure 5.5 of the ADP, te masing
ad scale of the proposed Project will blend in similar scale and aesthetic.
The ADP further recommends itoducing medium density residential and commercial
uses or medium mixed uses at opportuty sites. As ths site is located at the major itersection
that is the focus of the ADP study, te Property' s site is certainly an opportunity site. The
transition fom vacant land, as it stands today, to an active mxed use development, is directly i
lie with the proposal and vision of the ADP. The ADP recommends mixed use developments
at every opportunity site surrounding the Property.
20
DCDOCSI7060203.2
b. Attracting Development that Serves aU Generations
The Proj ect introduces new retail and residences in the neighborhood that will produce
more livable spaces that can help produce a lively and uulti-generational neighborhood. The
Project site is currently vacant and therefore presents an opportunity to improve the use of the
location in order to serve all components of the community. The Project will increase the
quantity and quality of employment opportunties. The Project will ensure the economic
development of the neighborhood, which will benefit all generations within the area.
Furthermore, the retail will enable easier access to meet the basic needs of people who live the
surrounding area. The Project will also allow the neighborhood to be better positioned to foster
developments that will serve all generations.
c. Connectin Activatin and Creating new Open Spaces
The ADP states that its goal for fture developments is to create a visually strong comer
with an aesthetically unifed massing and street-facing retail around the intersection. The Project
is designed to enhance the appearance and the character of the neighborhood, which is comprised
of an eclectic mix of uses and designs. The Proj ect intoduces a visual identity into the site to
help produce a continuity of interesting store fonts and streetscape elements. According to the
ADP, the Project's form of design encourages safe, accessible, and multifwlctional spaces. The
Project will update formerly non-descript and ineficient commercial buildings with one
cohesive and vibrant design.
The Project introduces extensive pedestrian access with a welcoming and vibrant
steetscape. The Project will meet the goal of the ADP by increasing the network of area's
pedestrian footpaths, whch will improve the walkability of the neighborhood. The ADP focuses
on fostering tansit oriented development which is achieved by the Project by better connecting
the Propety to the network offootpaths surrounding the Property.
ZJ
11L72J.2
The ADP explains that residential and commercial/retail land uses ofen hannoniously
coexist, and can provide convenient access to everyday resources within local neighborhoods. It
continues to explain that this form of development is most successfl when located within
walking distance of patrons and to avoid creating excess trafc, congestion, or noise. In a
related vein, the Project introduces a significant amount of new housing and retail space near a
Metro stop without removing any usable open space in the area.
d. Promoting Safe Access and Circulation Throughout the Neighborhood
In addition, the Project will replace the pockets of vacant property, to produce a more
cohesive neighborhood surrounding the intersection to build a positive visual character. The
current condition of the Property contributes to a general feeling of neglect. According 1 the
AP, te more well maintained an area, the less tolerance for disorder. As such, by intoducing a
vibrant, active, well maintained, and accessible development, the safety ad order of the
neighborhood will be preserved and enhanced.
Fuhermore, the Project introduces residential and retail opportunities without
encouraging frther street parking that leads to congestion. To address these issues, the ADP
encourages underground parking to reduce the volume of parking structures in the project area.
The Project introduces approximately 775 pakig spots onto the site. Furthermore, with the
intoduction of the new retail uses, the neighborho\d residents will be able to reduce dependence
on vehicles and access more of their daily needs within a walkable proximity.
VI. List of Exhibits
A. Site, Building, and Zoning Plans; Elevations
B. Application Form
C. Authoriation Letter
D. Excerpt of Zoning Map
L\LS\!b0703
=7
E. Transportation Impact Study
F. Zoning Tabulation Chart
G. Zoning Administrator Determination Letter, with attachment
H. Comprehensive Plan Maps
N. Conclusion
For the reasons stated herein the Property and the proposed Project meet the
requirements for obtaining Large Tract Review approval. Please feel fee to call us at 202-721 -
1 108 or 202-721- 1 1 32, wit questions or requests for additional information. myou.
DCDOCS\7060203.2
Respectfully Submitted,
GOULSTON STORRS, P. c.
I:

ing
I:
.
J 7 Ut
23
? P
|LHLLN LUPHL
L/'c1/'1 cV' cW/'/'c
PERSPECTIVE Vle: INTERSECTION OF RIGGS ROAD, NE & 3RD STREE NE
cO/Yd, zd! z
PROJECT TEA:
DEVELOPER/OWNER
FORT TOITEN NORTH, LLC
ARCHITECT
HI CKOK COLE ARCHITECTS
1023 31 st STREET, NW
WASHINGTON, DC 20007
202.667 9776
STRUCTURAL ENGI NEER
STRUCTURA
401 N. WASHINGTON STREET SUITE 900
ROCKVILLE, MD 20850
301. 987 9234
DRAWING UST:
A-i VI CI NITY MAPS
A-2 ZONI NG ANALYSI S
A-3 SITE/CI RCULTI ON PLAN
A-4 BELOW GRADE PARKI NG PLN
A-5 RETAI L (GROUND) LEVEL PLN
A-6 MEZZANI NE LEVEL PLN
A-7 i ST FLOOR RESI DENTIAL PLN
A-8 2ND FLOOR RESI DENTIAL PLN
A-9 3RD FLOOR RESI DENTIAL PLN
A- 1 0 4TH FL00R RESI DENTIAL PLAN
A-i 1 BUI LDI NG SECTI ONS
MEP ENGI NEER
GI RARD ENGI NEERI NG, PC
7600 LEESBURG PIKE WEST BLDG. , SUITE 310
FALLS CHURCH, VA22043
703.442.8787
CI VI L ENGI NEER
JOHNSON BERNAT ASSOCIATES, I NC.
1 395 PICCARD DRIVE, SUITE 350
ROCKVILLE, MD 20850
301 .963 1 1 33
LANDSCAPE ARCHI TECT
PARKER RODRIGUEZ
1 01 N. UNION STREET. SUI TE 320
ALEXANDRIA, VA 22314
703.548 5010
A- i 2 BUI LDI NG ELEVATI ONS, 3RD STREET & CHI LLUM PLACE
A- 1 3 PERSPECTIVE, I NTERSECTI ON OF RI GGS RD. AND 3RD S1, NE
A- 1 4 PERSPECTIVE, 3rd STREET RESI DENTIAL ENTRY COURT
I\EI GHBORHOOD MAP
VI CI NI T N/c
Project
Fort Totten Square
Washington, OL
Client
Fort Totten North, LLL
|HLJLL|c.
LNC LP
Project Phase
Large Tract Review
BT'l ltC
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CI T MAP
Scale
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j-
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Date
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February , ZJ Z
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Ward: 4
ANC:
Square:
Lot{s):
Lot Area (SF):
Height
FAR.
Lo1 Occupancy
Rear Yard
Side Yards
Parking Req's
Retail 1 (Anchor)
Retail 2 (!N)
Residential
Res. Loading
loadinBerth
Platform
Delivery Space
Retail loading
loading Berth
Platfrm
Delivery Spac
Bicycle ParkIng
Retail (1 & 2) (Long-Ierm)
Retail (1 & 2) (Short-term)
Residental (long-term)
Residential (Short-term)
ZONI NG /`/L`c| c
Project Client
|C|l1CIIen Squa|e
Wa8h|nQICn, OL
|C|I1oIIen No|Ih, LLL
49
3748
52
201 ,274 SF
Zone: C2-A
SO'-O"
Residential . 2.5
Commercial = 1. 5
JOJPL =2.5
100A Commercial
60% Residental
15'-0"
ceptin cerlotrulot
measure fromcenterline
of stret abutting lot
none
(none required}
(+3,OOOsf) 1 per 300sf
1 per 300sf
1 per2 uni!s (appro)( 350 Units)
1 @55fdep
1 @200sf
1 @20' deep
[GenemlRetail >!00k S}
1 @30 f/ 2 @55 f
1 @ 100sf / 2 @200sf
1 @ 20' deep
1 per 1 0,000 GSF
1 per 2,500 G$F
1 per 3,000 GSF
1 pr 20,000GSF
Project Phase
La|Qe1|aCl H8view
Regs
700
770
71
772
774.1
774.11
775+5
2100
2200
2200
(draf)
REQUIRED/MAXIMIN:
50'-0"
Res. 503,188 FARSF (2.5)
Comm. * 301,9!3FAR SF (!. 5]
M= 503,188 FARSF (2.5)
1 00% Commercial
60% Residential
15'-0"
{measured fro3rd Street
centerline)
0'
390 spaces (approx)
30 spaces (approx)
Subtotal = 420 spaces (approx)
175 spaces (approx)
1 @55 f dep
1 @200sf
1 @20' deep
1 @ 30 f/ 2 @55 fl
1 @ 100sf / 2 @200sf
1 @20' deep
13 spaces (approx)
52 spaces (approx)
Subtotal - 65 spaces (approx)
1 1 5 spaces (approx)
17 spaces(approx)
Subtotal - 1 32 spaces (approx)
Scale
N}A
PROPOSED: RETAIL VARIANCE/Sp. Ex_
PROPOSED: RESIDENTIAL VARIANCE/Sp. Ex.

22'-6" no 50'-0" no
0.41 no 1.90 no
P1 = 0 FAR SF M (RES) " 21,099 FARSF
GROUND " 82,014 FARSF R1 * 107,85 FARSF
M (RETAIL) = 0 FAHSF R2 83,329 FARSF
R3 " 86,356 FARSF
R4 * 84,561 FAR SF
TOTAL . 82,014 FAR SF TOTAL - 382,430 FAR SF
GRAND TOTAL "484,444 FAR SF
TOTAL SITE FAR 231
90.7% no NA
l
- NA 57.10% no
15'0' no 15'0" no
(measurfom3rd Steet (measured from 3m Street
centerlin) nterUne)
0' no 0' no
400 spaces (approx) no NA N
50 spaces (approx) no NA NA
Subtotal 450 spaces (approx) no NA NA
NA NA 325 spaces (approx) no
NA NA 1 @3O f YES
NA NA 1 @200sf no
NA NA 1 @20' deep no
2 @30 f / 3 @SS ft no NA NA
2 @100sf/ 3 @2oosf no 1 NA N
1 @20' deep no NA NA
Date
|eO|ua|y , 201 2 A-2
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|C|l1ClIen Squa|e
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Project Phase
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Project Phase
La(ge1|aCI Hev|ew
Scale
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Date
|eO|ua|y8, 201 2 A-4
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|CHC!|eD u|e
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|Cr| 1CI|enua|e
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Client
|C|I1CIIen NC|Ih, LLC
Project Phase
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Scale
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Date
|eOrua|y8, 2012 A-6
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|C|! 1C!!en ua|e
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Client
|Cr! 1C!IeD NCr!h, LLC
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Date
|eO|uary 8, 2012 A-7
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FLOOR RESI DENTIAL |L`
Project
For Totten Square
Washington, DC
Cl ient
For Totten North, LC
-
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Large Tract Review
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N/A
.
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Date
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|eO|uaryS, 2012 A-9

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FLOOR RESI DENTIAL ||`
Project
Fort Totten Square
Washington, UC
Client
Fort Totten North, LLC
Project Phase
Large Tract Review
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February 8, 201 2 A- 1 0
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AN0|CRRLTA|L PARK|NC
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Project
|CrI1CI|en e
WaS|nQICn, DC
Client
|CrI1CI|en NCrIh, LLC
nokD0oukAu
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Project Phase
La|Qe1raCIHev|ew
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.=
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Scale
N/A
Date
|eOrua|y 8, 2012 A- 1 1
3RD STREET ELEVATI ON
CHI LLUM PLACE ELEVATI ON
BUI LDI NG ELEVATI ONS
Project
|C|l CIIen e
WaSh|nQICn, DC
Client
|CrI CIIen NC|lh, LLC
Project Phase
La|Qe|aCI Hev|ew
Scale
NlA
(For I l l ustrative purposes only)
Date
|eO|ua|y 8, 201 2 A- 1 2
|CHC|CLJ|VC I NTERSECTI ON OF RI GGS ROAD AND o' STREET NE
Project
|C|!1CR8n ua|e
Wa8||ng!Cn, DC
Client
|C|I1C!!en NC|Ih, LLC
Project Phase
La|Qe1|aC! Hev|ew
Scale
N/A
Date
|eO|u|y, Z1Z P- 1
_
|CHC|CL1|VC o'STREET RESI DENTI AL ENTRY COURT
Project
|C|! C!!en ua|e
WaS||DQ!Cn, UC
Cl ient
|C|!CI!80 NC|l|, LLC
Project Phase
La|Qe|aC! Hev|ew
Scale
NlA
Date
|eO|ua|y8, 201 2 P 1
?11
* * *
O\0IDDcHI of IDC 1ISIII0IDColumbia
Ofce of Planning
1 . Project Name
Developer
Address
Large Tract Review Certification Form
Part A: Developer's Appli cation
Fort Totten Square
Fort Totten North, LLC
c/o The JBG Companies, 4 Willard Ave., Suite 4
City Chevy Chase State MD Zip Z1 O
Phone Z4..!9 Fax Z4..1
E-mail jweinbaum@jbg.com
IfDeveloper does not own subjectproperty, please provide the following information regarding the property owner:
Owner(s)
Address
City
Phone
E-mail
. Property Address
na
Z Rig Road, N.E.
State
State DC
Fax
City
Ward
ANC(s) s
quare(s
)
Washington Zip Z1 1
Parcel/Lot No. (s)
Z

. Current Users): (place 7where applicable)
Residential
_
Publicilnstitutional
Retail/Office
Other _
I ndustrial _ Open Space/Undeveloped _
'Maximum Height of Existing I mprovement (ft.) Vacant site
_ -: --
Total Gross Floor Area (GFA) of Existing Improvements (sq. f.):
L
_
V
:
.
a
:.
c
.
:
a
:.c
n
:
:
.c
t s
:.:
it
.:
e
'
-
-
If Property is Undeveloped or Cleared, Enter "N/A".
Note: Refer to definition of OlA In
Section 788of the U..Zoning
Regulations
Office of Planni ng Large Tract Review Cerification Form Part A: Developer's Application (Contd.) 2
4. Current Zoning:
1 .
2.
3.
4.
5.
4. Proposed Zoning:
1 .
2.
3.
4.
5.
Zoning
C2A
Land Area (sq. tt.)
201 ,274
Matter-at- Right Floor Area Ratio
Zoning Land Area (sq. f.)
N
/
A
'MaUer-Ot-Right Floor Area Ratio
M.O.R. Far'
2. 5
M. O. R. Far'
5. Estimated Project Completion Date (mo.
/
yr.) Third quarter 2014 to first quarer 2015
Type ot Development (place 7where applicable)
Permitted Height (tt.)
50
Permitted Height (ft.)
New Rehab
/
Historic Preservation
_
Addition _
Existing Jobs Retained and
/
or New Jobs Created by Project:
Temporary
/
Construction
1.
2
_
0
Permanent 300
. Gross Floor Area (GFA) by Use: For Residential Space Only:
GFA (sq. f.) No. ot SingleFamily Units
Residential
.
-382,430
l
No. ot Multi-Family Units: Apprx. 350
Retail
-82,014
l
Office
'
Estimated Development Cost:
Hotel
l
Land Cost
Industrial
!
Construction Cost
Other
'
Other Cost
Total GFA ' -464,444
Total Project Cost To Be Determined

Office of Planning Large Tract Review Certification Form Par A: Developer's Appl ication (eontd.) 3
7. Public Contribution:
UDAG
None
EDA
None
D.C. Revnue Bonds None
CDBG
None
Urban Renewal
None
HODAG None
Other To Ba Determined
8. Residential/Busi ness Displacement Due to Project: HROB]]CBDC OlRO US]BCCDCRCX]CCfCU, CRCl`
Number of Households Displaced

Number of Businesses Displaced
Authorized Signatures ________

|LHL| UI[MLY- LL NL WH|L LLL[W L|ML
Project No.
Date Received by OP
0
/
0' 0
OP Recommendation
For (check one):
Approval
_
Disapproval _
Date of Final Action
0
/
0'
Date --
Date
Date ______
? l
February 8, 201 2
Jennifer Steingasser
Ofice of Planning
1 1 00 41h Street, SW, Suite E-650
H]BCCO:s
Re: Large Tract Review Application for Square 3748, Lot 52 ("Propert")
Dear Ms. Steingasser:
Fort Totten NOlth, LLC, the owner of the Property, hereby authorizes the law of
Goulston Storrs and the architecture ID1 of Hickok Cole to act on our behalf for all actions
necessary with respect to the application for Large Tract Review for the proposed retail and
residential project at the Property.
Please feel free to contact me should you have any questions regarding this matter.
+: 'IILAL -Ì, S\1t +UU
FORT TOTTEN NORTH, L. L. C. , a Delaware
limited liability company
By: FOtt Totten Member, L. L. c.
Its: Managing Member
By: JBG/Company Manager ~L. L.C.
Its Managing Member
By:
Name:
Title:
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Submitted on behalf of:
Fort Totten North, .,[.
Prepared by: .
Wells Associates, Inc.
February 8, 1 1
Preliminary Transportation Impact Study
for Fort Totten Square
Washington, L.L.
T
ABLE OF
C
ONTENTS
SECTION l
INTRODUCTION
FIGURE I - I : SI TE LOCATION .. . . . ........<<. .<<<< .<< . . . . . ... ....... . . ... .. . ......... . . .. . .. .. .3
FIGURE 1 -2: CONCEPTUAL SrE PLN .<<<<< .<< . . . . .. .... .. .. . ... ............... . . . ... 4
SECTION
BACKGROUND DATA b
STUDY SCOPE ...................... .......................................................................... . ............................................. ...................... 5
PUBLIC ROAD NETORK ......................+....................................................................................................................................5
PUBLIC TRANSPORTATION FACllrTIES AND SERViCES ................................................................................................... ........... 6
RIGGS ROAD/SOUTH DAKOTA AVENUE INTERSECTION REDESIGN CONCEPT .........................<<.......................................... 6
PEDESTIAN ACCESS AND CiRCULTION +.+++..........................................................................<........................................ .......... 6
PARKING INVENTORY .............................+........+.+.+.................................................................................................. .. ....... 6
FIGURE 2- 1 : REGIONAL STUDY INTERSECTIONS .............................................................<......................................... ....... 7
FIGUR 2-2: LOCAL STUDY INTERSECTIONS .+....+...............................................................................................................8
FIGURE 2-3: PARKING INVENTORY ==.........=..++.+.=+++++.=..+==......................................... ..................... ..... ......... ....... ..... 9
BICYCLE MTER PLN......................................................................... ........................................ .. . . . .......................... 1 0
ZIPCAR ................................................... ...................................................................................................... : ..... ................. . . . . . . . 1 0
CAPITAL BIKE SHARE < <<<<++<++<~<++ -=-+++++=++=+++++++===+++++++++++===+=+=+=+=++-~++.++++.+.+ ... ..+++....|~+++ 1 0
TABLE 2- 1 : ExiSTING BICYCLE LEVELS OF SERViCE .. . .... . ... . ......................... . . . . . . . . . . . ............................ . . ...................... I I
FIGURE 2-4: DISTRICT OF COlUMBIA MUlTI-USE TRAIL RECOMMENDATIONS ................................. ~~ .. . ..... . . 1 2
FIGURE 2-5: DISTRICT OF COlUMBIA BICYCLE LEVELS OF SERViCE ....... .. . . ... . . . . ............... ......................~~. ... .~.~. . . . 1 3
CRASH DATA EVAlUATION ................................................... ..................... . . .. .. . ...................... . . . . . . . . . . . . . . .. .... ... ... . ...................... 1 4
TABLE 2-2: ACCIDENT SUMMARy . . . . . . . . . . . ............................................. . . . . . . . .......... . . . . . .. . .. .. .... . . . .... .. .. .. ........ .. . ...... ... .. .. ..... 1 5
SECTION 1
SITE ACCESS. OPERATIONS. PARKING. AND LOADI NG 0
VEHICULR ACCESS CONCEPT ..........~....< . ... . .. . .............. . . . . ... ........ . . .< . . . . . .. . ...................... .........................<.. ..++........ . . .. 1 6
PARKING REQUIREMENTS ........... . . . . ...................................... . .. . . .. . . ... . ... ..... . .. . .. ... .. . . . . . . . ................................................. . . . . 1 6
LOADING FACILITIES ................................ . . . .. . ... . .... . . . . . .. . ..... .. . .. ... .. . . .................... . . . ... . .. .... . . . ... . ... . . .... ..... : .................................... 1 6
LOADING FREQUENCY AND ROUTES .~ . - - +.~..<.+...~....~.~....~.........<.+~<<...... . .. .+. .. . ...+. +....~. . ............................................<... .~~.-~~~~++.. 1 7
EXISTING TRAFFIC VOlUMES ............................ .. ... . . ... . . .... . . . . . . . . . . . . . .................................................. .................. ..................... 1 8
EXISTING LEVELS OF SERViCE. . . ..... . . .. ..... . .......................... .. .................................. ................... . . ... ... . . ............... 1 8
#
FIGURE 3- 1 A: EXISTING PEAK HOUR TRAFFIC VOLUMES .~... . . .. ~~.....~..~.....~......~. -~. . . . . .. . . ... . . . . . . . . . .. . .. ... . .... ... ... ................ 1 9
FIGURE 3 - 1 B: EXISTING PEAK HOUR TRAFFIC VOlUMES .... . . ...+.. ... .. . .~.............~...~ . .. . .. + ........... . . . . . . . . . . .......................... 20
FIGURE 3-2A: EXISTING LANE USE AND TRAFFIC CONTROl .......... . . . . ..... . ... .. . . .. . .... . ..+.....+ . .. . ...+ +... . ...... . .. . . ..... . .. ..... .. .. 21
FIGURE 3-2B: EXISTING LANE USE AND TRAFFIC CONTROL . ....... . .. . . . ....... .. .... . . . . . . . . . . . . . ..... . .. . . .......... .. ......... 22
TABLE 3- 1 : INTERSECTION LEVELS OF SERVICE SUMMARy ..... .. . ........ . . ... ...... . ..... .. ... . ........................................... .......... 23
LL> 7lLL^L3. LL
Washington, L.'.
SECTION R
ANALYSIS OF BACKGROUND TRAFFIC CONDITIONS 24
ADJUSTMENTS TO ExiSTING T.AFFIC VOLUMES ............................................. .................................................................... . . 24
TRAFFIC GENERATED By OTHE. PLANNED DEVELOPMENTS .. . .... . . ............... ........................................ . . . ........................... 24
BACKG.OUND T.AFFIC FO.ECASTS .............................................................................................................. , ........ . . .. . ....... .... . 24
BACKG.OUND FUTU.E LEVELS OF SE.VICE ..., . . .... . .. . .. ...... .... . ....... . ...................................................................... 25
TABLE 4- 1 : PIPELINE T.IP GENERATION SUMMARY ......... ...................... ....................................................................... 27
FIGU.E 4- 1 A: FUTURE LANE USE AND TRAFFIC CONTROL ............................................................... . . . .............. . . . . . .... 28
FIGURE 4- 1 B: FUTU.E LANE USE AND TRAFFIC CONT.OL. ,,,,,,&,,,,,,,==== & 29
FIGURE 4-2A: BACKG.OUND 20 bTRAFFIC FORECASTS ............................................................................................. 30
FIGU. 4-2B: BACKG.OUND 20 I bTRAFFIC FORECASTS =&&&&=&&==&&=&&&=&===&=&=&&&&&&&&&&&&&&&&&&&&&&&=&&&&&=&=&&=====&&=+& 3 1
FIGU.E 4-3A: BACKG.OUND 2025 TRAFFIC FORECASTS =+++++==++++++++=+++++++++++++~+~~++++++~+ ................. 32
FIGU.E 4-3B: BACKG.OUND 2025 TRAFFIC FORECASTS. . . . .... . . . ...... . . .................................... . . . . . .......... . . 33
TABLE 4-2: INTE.SECTION LEVEL OF SERVICE SUMMA.Y ................................................................... ........... . . .... ... . 34
SECTION b
ANALYSIS OF TOTAL FUTURE TRAFFIC CONDITIONS
SITE T.IP GENERATION ANALySiS .......................................................... ................................................... .... .. .. ... .. . ... .... ..... . .... 35
T.IP DIST.IBUTION ANALYSIS ................. ...................... . .... ..... . . .... . . ..... . .. ................................................................................ 35
SITE T.AFFIC ASSIGNMENTS .. .. . ............................................................ . . . . ............................ ................. . . ... ........ . .. . ................... 3S
TABLE 5- 1 : SITE T.IP GENERATION SUMMA.Y ...................... .. . . ..... . .. . ... . ..... ...... . . . .... .. ..... . .. . . .......................................... 36
FIGU.E 5-1 A: SITE GENERATED NE NEW PEAK Hou. TRAFFIC FO.ECASTS . ....... . ..... . . ... . . .......... . . . .... . ... ...... . . .. . .. . .. 37
FIGU.E 5-1 B: SITE GENERATED NE NEW PEAK Hou. TRAFFIC FO.ECASTS . . .... . . ................................................... 38
TOTAL FUTU.E TRAFRC FO.ECASTS |+)++>>++++,;++; ; | + + + + + ++++++++++++++++++++,;;) 39
TOTAL FUTU.E LEVELS OF SE.VICE t + + ++++=++=+==+==|+=+ ===++==+== + + + ++ =+ + + + + + + + + + + ; ; + + ;+ 39
FIGU.E 5-2A: TOTAL FUT.E 2.0 1 5 TRAFFIC Fo.ECASTS ...................................... .............................................. . . . .... .. 41
FIGU.E 5-28: TOTAL FUTU.E 20 1 5 TRAFFIC Fo.ECASTS .................................. .... . . . ..... . ... . .......................................... 42
FIGU.E 5-3A: TOTAL FUTU.E 2025 TRAFFIC FO.ECASTS ........................ ..................................................................... 43
FIGU.E 5-38: TOTAL FUTU.E 2025 TRAFFIC FO.ECASTS .... . . .. ..... . ... ... ...... ...... . . . ... ... ..... . . ............................................. 44
TABLE 5-2: INTE.SECTION LEVEL OF SE.VICE SUMMA.Y ........ ........ .............................. ....................................... . . . . ..... 4S
SECTION
TRANSPORTATION DEMAND MANAGEMENT (DM)STATEMENT R0
OVE.VIEVV &~~&&<~+~&<<<+++&&~~&+&&& +&&&&&&&&&&&&&&&&&&&&&&&&&&&&&&+&&+ &&&&&&&&+&&+&+++++++++&&++++++~~& 46
SECTION J
CONCLUSIONS AND RECOMMENDATIONS
YLLL A!5OC|A155. LLC

RJ
Preliminar Transportation I mpact Study
Washington, D.C.
LISTOF IGURE5
FI GURE
I - I
1 -2
SITE LOCATION .....
CONCEPTUAL SITE PLAN . +.... +..+.........
..3
. ..4
2- 1
2-2
2-3
2-4
2-5
REGIONAL STUDY INTERSECTIONS......... + + + + .+ +..+ +....~....+. ......................... . . . . . . . . . .................. ..7
LOCAL STUDY INTERSECTI ONS. ... . .... .. .. . . . . . . . . . . ......... . . . . . . ..................... . ....................... . . .. 8
PARKING INVENTORY .+ +.+ +......+ + + +..+ +.....+ + .+. . . . . . . . . . . ......... . . . . ................. . . . .. ............ . . ...... .... 9
DISTRICT LFCOLUMBIA MULTI-USE TRAIL RECOMMENDATIONS... ... . . . . ... . . ... . . . ...... . . . ... . . ......... . . . . .... 12
DISTRICT LFCOLUMBIA BICYCLE LEVELS OF SERVICE + + + + .+n...n+ + + + + + + + + + + + + ..n+nnnnnnn+n++n.+nnn..nn+ .n + + + + + + + + + + + + + + n.+ + + + . 1 3
3 - I A
3- I B
3-2A
3-2B
EXISTING PEAK HOUR PFF|CVOLUMES n + + + + + + + + + + + + + ++nnnnnnn+n + + nnnn+ nnnn+ nnn+ + n+ n+nnn + + + + n+ + + ++ nnnn+ + n+ + + n+ + nn + + + + + nn+ nnnnnnnn+ ++ + n+ n+ + 1 9
4- I A
4- I B
4-2A
4-2B
4-3A
4-3B
EXISTING PEAK HOUR TRAFFIC VOLUMES . . . . . . . . . . . . ................ .......................... +
ExiSTING LANE USE AND TRAFFIC CONTROL
ExiSTING LANE USE AND TRAFFIC CONTROL
FUTURE LANE USE AND TRAFFIC CONTROL ..... .... . . . . . . .. .. . ... . .... . .. ...... . .... .. . ... . . +
FUTURE LANE USE AND TRAFFIC CONTROL ........ . . .. .
BACKGROUND 201 5 TPFFIC FORECASTS ......... +
BACKGROUND 201 5 TPFFIC FORECASTS .......... +
BACKGROUND 2025 TPFFIC FORECASTS . ... ...... .
BACKGROUND 2025 TPFFIC FORECASTS ........... .
~~n~+n nnn+nn+.nnn + + +.+ + + + n n n n + + + +.. + + + + .n 2
. . .... 21
. . . . . . 22
. .... . ...... .. . ... .. . ... . ...... ........ 28
. . . . . .............. 29
................. . . . . ........................... 30
............................ 3 1
. . . ................. ..................... ..... 32
. ..... 33
5- I A
5- I B
5-2A
5-2B
5-3A
5-3B
SITE GENERATED NE NEW PEAK HOUR TRAFFIC FORECASTS .... . .. . . . . . ........ . . .... .. . .. .. .... . ... .. ...... . . .. ... ... + + + + . ..n 37
SITE GENERATED NET NEW PEAK HOUR TRAFFIC FORECASTS........................................................ . ... 38
TOTAL FUTURE 201 5 TRAFFIC FORECASTS.... ........ . .... . .. ... . ... ..... ..... . . . . . . . .. ..... . . . .... . .. ..... ..... . . ....... . . 41
TOTAL FUTURE 201 5 TRAFFIC FORECASTS . ... ..... ... ...... . . .... ... ..... . .... .. . . . . . ........ . . ..... . . . .. . .. .
TOTAL FUTURE 2025 TPFFIC FORECASTS . . . ...... ... . . .... . ... .. ... ...... .... .. . . . . . ....................... n
TOTAL FUTURE 2025 TRAFFIC FORECASTS .................. ...................... . .. ......... . . .... .. ... . .. n
LISTOF PPPENDICES
APPENDIX TITLE
A Scoping Agreement
B Rigs Road/South Dakota Avenue Intersection Redesign Plan
C Existing Traffic Vol umes
D Existing Capacity Analyses
E Pipeline Development Trip Generation
F Background Traffic Assignments
G Total Future Traffic Assignments
H 201 5 Background Capacity Analyses
I 2025 Background Capacity Analyses
201 5 Total Futu re Capacity Analyses

K 2025 Total Futu re Capacity Analyses
#
VLL2 ^PL!^L. L!
. . .. .... ... . .. . . ... . . .. .. 42
. . .. . .... . ... . .... 43
. . .. ... . . ... .. . . ... . ..... 44
Section
INTROPUCTION
This document summarizes a traffic impact study for
the Fort Totten Square project. For Totten North,
L.L.C. proposes to redevelop the currently vacant
shopping center situated on the norheast quadrant
of the Rigs Road/South Dakota Avenue intersection
i n the northeast section of Washington, D.C. The
site
.
location map i s shown i n Figure |- I .
This traffic report i s being prepared as
Large Tract Review process and
transportation study related items.
part of the
addresses
The previously existing retail buildings of
approximately 80,000 S,F. were razed to
accommodate a new anchor retail tenant of
approximately 1 20,000 S.F., 1 0,000 S. F. of ancillary
retail space, an d 350 new rental apartments. The
project would be served by below-grade and
structured parking. The entire development is
expected to be fully occupied by 201 5. The
proposed conceptual plan is shown in Figure 1 -2.
Tasks undertaken in this study i ncl uded the
following:
I . Review of the Fort Totten North, L.L.c. design
concept prepared by Hickok Cole Architects
and other background data.
2. A field reconnaissance of existing roadway and
intersection geometries, traffic controls, traffic
signal phasi ngs/timings and speed limits.
3. A preliminary agreement with the District
Department of Transportation (DDOT) staff
regarding the traffic study scope (found in
Appendix A).
. Turning movement counts at seventeen ( 1 7) off
site study intersections during the AM and PM
peak periods.
5. A review of the existing transit services in the
area.
VtLL5 ~^^^L. LL!
Washington, D. C.
6. Identification of existing bicycle facilities and
levels of service.
7. A parking inventor for an area within a five
minute ( I ,OOO-feet) walk olthe site.
8. A discussion of the proposed parking supply and
ratios for both retail and residential uses.
. A review of the crash data for each of the study
'
intersections.
1 0. A discussion of the frequency and routes of
service vehicles that would serve the site.
I I . Review of historic traffic counts.
1 2. Analysis of existing levels of service at the off
site study intersections.
1 3 . Projection of background future traffic volumes
for years 20 1 5 and 2025.
| . Calculation of 201 5 and 2025 background levels
of service at study intersections based on
background traffic forecasts and existing and/or
planned trafic controls and intersection
geometries.
1 5. Calculation of the number of AM and PM peak
hour trips that would be generated by the
proposed project.
1 6. Comparison of the trip generation between the
matter-of-right zoning and the proposed
development program.
1 7. Projection of total future trafc volumes for
20 1 5 and 2025 with redevelopment of the site.
1 8. Calculation of 201 5 and 2025 total future levels
of service at the study intersections based on
total future traffic forecasts and existing and/or
planned traffic controls and intersection
geometries.
| . A Transporttion Demand Management (TOM)
statement that identifies potential trip reduction
measures.
Sources of data for this analysis included traffic
counts conducted by Wells Associates; the
Institute of Transportation Engineers (ITE); the
W&shinon Metropolitan Area Transit Authority
(WMATA); the District of Columbia; Hickok Cole
Architects; and Fort Totten North, |,[,,
#
YLLL AL!lPb3. LL
2
Prelimi nary Transportation Impact Study
Washington, D.C.
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Section 2
BACKGROUND DATA
Study Scope
The study area was determined based on the
intersections and roadways that potentially coul d be
affected by the proposed redevelopment, as verified
on a prelimi nary basis with the District Department
of Transportation (DDOT). The following local and
regional intersections were selected for analysis and
evaluation:
Regional Intersections
. New Hampshire Avenue/Eastern Avenue.
2. New Hampshire Avenue/Rittenhouse
Street.
3. Rittenhouse Streetl3r
d
Street,
4. Eastern Avenue/Rittenhouse Street/Chil lum
Road.
. Eastern Avenue/Rigs Road.
6. South Dakota Avenue/Galloway Street.
7. South Dakota Avenue/Gallatin Street.
O. North Capitol Street/Missouri Avenue/Rigs
Road.
9. Blair Road/Rock Creek Church Road/Rigs
Road.
Local Intersections
1 0. )" Street/Chi l lum Place.
I . `" Street/Chil lum Place.
1 2. Chil lum Place/Riggs Road.
1 3. 3r
d
Street/2n
d
Street.
1 4. South Dakota Avenue/Riggs Road.
1 5. South Dakota Avenue/Kennedy Street.
1 6. South Dakota Avenue/Hamilton Street.
1 7. I " Place/Riggs Road
These intersections are shown on Figures 2- 1 and 2-
2. A copy of the most recent [raffic scoping letter
under review is contained in Appendix A.
LLLo o ôoL^1L. L!L

5
Preliminary Transportation I mpact Study
Washington, D.C.
Public Road Network
Riggs Road, South Dakota Avenue, Missouri Avenue
New Hampshire Avenue. Eastern Avenue, an-
North Capitol Street provide regional access to the
site and are described as follows:
Riggs Road, N.E., is a four-lane principal arterial
with a posted speed limit of 25 miles per hour (mph)
in the vicinity of the site. This roadway is currently
being reconstructed along the site frontage to
include a raised median. curb parking, and a bus stop
at 3r
d
Street,
South Dakota Avenue, N.E., is a four-lane divided
local road east of the site, It intersects several
roadways in the vicinity of the site under signalized
control. i ncl udi ng Riggs Road, Kennedy Street,
Hamilton Street, Gal l oway Street. and Gallatin
Street.
Missouri Avenue, N. W. is a four-lane undivided
roadway with-a posted speed limit of 25 mph west
of the North Capitol Street i ntersection. The North
Capitol Street/Riggs Road i ntersection is controlled
by a traffic signal and bus stops are located on each
corner of the intersection.
New Hampshire Avenue, N.E., is a four to six-lane
divided roadway with a posted speed limit of 35
mph. I t tapers from six-lanes to four-lanes at the
Eastern Avenue intersection.
Eastern Avenue, N.E., is generally a four-lane
roadway with a posted speed limit of 25 mph i n [he
vicinity of the site. Various portions of this roadway
taper to a single travel lane i n each di rection with
curbside parking and/or separate turn lanes at
selected intersections, Turning movement
restrictions prohibiting turning traffic during the AM
peak hour from 7:00 to 9:30 AM are in place along
the side streets serving the adjacem residential
neighborhood.
Norh Capitol Street, N.E., is four to five-hne
undivided roadway with a posted speed limit of 30
mph. Two general travel lanes are provided, with
separate turn lanes at major intersections including
the Riggs Road/Missouri Avenue intersection.
Public Transportation Facilities and Services
The Fort Totten Square area is currencly served by
both Metrorail and Metrobus. Metrobus Routes E3,
E4, R | , R2, and R5 provide service i n the area.
Additionally, the Metrorail Red, Green, and Yellow
lines provide serice at the Fort Totten Station,
which is located approxima
t
ely 2,400 feet southwest
of the Fort Totten Square site, on Galloway Street.
Riggs Road/South Dakota Avenue
I ntersection Redesign Concept
OOOT is currently reconstructing the Riggs
Road/South Dakota Avenue intersection. The design
elements for the in
t
ersection provide a context
sensitive solution to the previously suburban style
configuration. The previous circuitous turning
movements will be eliminated, transforming the
intersection into a more urban style hub. The plan
provides for pedestrian crossings on the north, east,
and south approaches, and mi nimizes lane widths to
reduce crossing distances. It also provides for
curbside parking to provide a buffer for pedestrians,
reduce vehicle speeds, and sere future commercial
development. A copy of the current OOOT
proposed pl an i s provided in Appendix B.
Pedestrian Access and Circulation
The D of Columbia Pedestrian Master" Plan
(Ap,-il 2009) was developed to reduce the number of
pedestrians killed or injured in crashes with motor
vehicles and to increase pedestrian activity by
creating a more walkable public realm throughout all
parts of the District by ensuring that the District's
poliCies and procedures support walking. The plan
provides an overiew of existing pedestrian
conditions, recommends new pedestrian projects
and programs. establishes performance measures,
and provides a plan for implementation through
2018.
The District of Columbia Pedestrian Master Plan
identifies pedestrian facilities that are considered
"priority corridors." This entai l s that the District of
YLLLb ^bLl^t. LLl
6
Washington, D.C.
Columbia shou|d improve these corridors to enable
safer pedestrian travel by minimizing injuries and
mitigating the intimidation pedestrians may
encounter when walking along arterials that are
often wide, high speed, andlor have a high volume of
vehicular traffic. Among those approxir:nately 7+ mile
from the Fort Totten Square site include New
Hampshire Avenue NW/NE from Park Road NW to
Peabody Street NE and South Dakota Avenue NE
from Rigs Road NE to New York Avenue NE.
Pedestrian movements would be promoted and
facil itated vi a sidewalks along Rigs Road and 3
rd
Street. NE. The anticipated OOOT improvement
planned at the Rigs Road/South Dakota Avenue
intersection will dramatically enhance pedestrian
access in the area, and promote access to the Fort
Totten Metro Station.
Parking Inventory
.
As requested by OOOT, a parking inventory was
prepared for a five-minute walk shed (approximately
I ,OOO-feet) of the Fort Totten Square property. The
number of curbside spaces and par,king restrictions
were recorded and are shown on Fjgure 2-3. (Note,
where curb parking is not del i neated, an estimate
was made by measuring the available curb length.)
The results indicate that a total of 859 parking
spaces are located within a fiveminute walk of Fort
Totten Square.
A total of 579 spaces are located north of Riggs
Road, and allow for two-hour parking betvveen 7:00
AM and 8:30 PM, Monday through Friday. A Zone 4
permit is required.
A total of 280 spaces are l ocated south of Riggs
Road, and allow for tvvohour parking between 7:00
AM and 8: 30 PM, Monday through Friday. A Zone 5
permit is required.
O O
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Regi onal ctudy I ntersecti ons
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BICYCLE MASTER PLN
The District of Columbia Bicycle Master Plan seeks
to create a more bicycle-friendly city by establishing
high qual ity bicycle facilities and programs that are
safe and convenient.
Signed bicycle routes within approximately 2 miles of
the Fort Totten Square site exist along J
'
Street
NW/Piney Branch Road NW and along 9'
"
Street
NW. These routes would become di rectly
accessible U the site upon the proposed
development of several bicycle facilities.
DDOT recognizes South Dakota Avenue, Riggs
Road, and J' Screet as onstreet bicycle routes. I n
addition, on-street bicycle trails are planned along
Place and Galloway Street connecting Rigs Road
and South Dakota Avenue to the Fort Totten Metro
Sttion. These will also provide di rect connections
for bicyclists to the planned Metropolitan Branch
T rail that is proposed to extend from the Silver
Spring Metro Station to Union Station.
Multi-use trails are proposed along numerous
roadways i n 2 mile proximity to the Fort Totten
Square site. For example, a mul ti-use tril parallel to
John McCormack Drive from south of the Fort
Totten MetroraH Station would connect bicyclists to
the existing Meuopolitan Branch Trail. A multi-use
trail is also proposed along portions of Eastern
Avenue NE, L88U Street NE, South Dakota
Avenue NE, Galloway Street NE, Place NE,
Street NE , Blair Road NW, Kansas Avenue NW,
Missouri Avenue NW, Sandy Spring Road NW, and
Street NW.
These paths would provide bicyclists with direct
access to the Fort Totten Metrorail Station on the
Red, Green, and Yellow Lines, the West Hyattsville
Metrorail Station on the Green Line, and the
Takoma Metrorail Station on the Red Line, as well as
existing bicycle faci l ities such as the | J
?
Street
NW/Piney Branch Road NW route and the 9'
"
Street NW route. A map of proposed multi-use
trails is shown on Figure 2-4.
As part of te plan, under the existing condition of
bicyclist sharing the road, the bicycle levels of
1 0
Washington, D.C.
service (BlOS) i n the site vicinity are shown in Table
2- 1 and on Figure 2-5.
The results show that levels of service vary from
LOS "C" and "D" for Riggs Road and South Dakota
Avenue within the immediate vicinity of the site.
Other adjacent segments generally operate at lOS
"E" or "F".
ZIPCAR
Zipcar is an automated car rental or car sharing
system in the Washington, D.C. area. Zipcar users
must fill out an application online and then receive a
Zipcard, which enables them to reserve Zipcars at
any of the locations. Users pay either an hourly or
daily rental fee to utilize the car for their reserved
time slot. Cars must be returned to the same
designated parking space at which it was picked up.
There are four (4) Zipcars located at the Fort
Totten Metrorail station within the vicinity of the
site.
CAPITAL BIKESHARE
Capital Bikeshare is an automated bicycle rental or
bicycle sharing system now available i n the
Washington, D.C. 8t88. Approximately 1 , 1 00
bicycles are available at 1 1 0 locations in the greater
downtown D.C. area. Currently, the closest Capital
Bikeshare docking station (With I I bike s lots) is
located at the John McConnack Drive Michigan
Avenue, N.E. intersection, southwest of the site.
To utilize a bike, a membershi p must first be
purchased onl ine or over the phone (annual
membership subscription is $75) and then a
membership card is utilized to release a bicycle from
the docking station. The bicycle must be returned
to any of the docking stations in the City within
three hours. The system provides a new way of
discovering and moving around the City w
h
ile
enhancing the city's publ i c transportation system.
Bicycle facilities will be incorporated in the site
according to District code.
Table 2- |
Existing Bicycle Levels of Service
Roadway
Bicycle Level of
Service
South Dakota Avenue NE (north of Riggs
Road NE)
C
South Dakota Avenue NE (south of Rigs
D
Road NE)
South Dakota Avenue NE (south of
D
Gallatin Street NE)
Rigs Road NE (between I St Place NE and
F
North Capi tol Street)
Rigs Road NE (between I st Place NE and
South Dakot Avenue NE)
D
Rigs Road NE (east of South Dakota
E
Avenue NE)
Rigs Road NE (between Blair Road NE
E
and North Capitol Street)
Missouri Avenue NW (west of North
D
Capitol Street)
I st Place NE C
Blair Road NE (north of Rigs Road NE) D
Rock Creek Church Road NE (south of
F
Rigs Road NE)
North Capitol Street
D
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osbinj!on. L.L.
1 3
Crash Data Evaluation
Crash data was provided by DDOT for 2008
through 20 I 0 for I S of the 1 7 study intersections.
The results are summarized on Table 2-2 and
indlc
te the following:
I . The North Capitol Street/Missouri Avenue
intersection had the highest number of
reported crashes (89) over the three-year
study period.
2. The Rigs Road/South Dakota Avenue
intersection had 42 reported crashes, with
1 4 reported in 20 |.
. The New Hampshire Avenue/Eastem
Avenue intersection had 27 reported
crashes over the three-year period.
. The remaining intersections had generally
20 or fewer reported crashes over the
three-year period. This includes Riggs
Road/Chi l l um Place and Rigs Road/ l "
Place.
O. Four of the | b intersections had one to two
(2) pedestrian crashes during the three-year
period.
6. One bicycle-related crash was reported at
the North Capitol Streetl Missouri A
enue
intersection.
Y1LLb A3PL LLL

Prelimi nary Transportation Impact Study
Washington, D.C.
abl -2
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Pcdcnt ump
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1 5
Section J
SITE ACCESS, OPERATIONS,
PARKI NG, AND LOADI NG
Vehicular Access Concept
Vehicular access to the site is proposed to be
provided via four (4) entrances that take advantage
of the grade of the site. The main entrance on Rigs
Road would operate under right-in/right-out
conditions and provide direct access for retail
patrons U the below-grade parking garage and retail
level parking. This driveway would also access the
loading dock that would C contained entirely within
the project. Additional vehicle access to the retail
parking area would be provided by a full-movement
entrance on 3r
d
Street.
A driveway on 3
m
Street and a driveway on Chillum
Place woul d provide access to the residential parking
garage. Both of these driveways would allow full
turning movements and woul d be designated for
residents only.
Parking Requirements
According to the District of Columbia Municipal
Regulations (DCMR), one [ l ) ostreet parking
space for each 300 S.F. beyond 3,000 S. F. of retail
and one ( I ) space for ever two dwe|l ing U|l$ are
required (for the C-2-A category). Therefore, based
on the proposed development program, 1 30,000 S.F.
of retail space woul d require 424 parki g spaces and
the 350 residential units would require 1 75 parking
spaces to meet DCMR requirements.
The site plan proposes to provide approximately 450
retail parking spaces that would slightly exceed code
requirements due to the efficiency of constructing
one level of below-grade parking.
The residential units would be served by
approximately 325 parking spaces, or 0.92 spaces
per unit. This rate is generally consistent with
current development trends in proximity to
Hetrorail stations within the District.
\)lh GAbLL^L. LL\

1 6
Washington, D.C.
It is also noted that the curbside parking that
currently exists on 3r
d
Street and Chillum Place will
be retained with the redevelopment of the site.
Additional curbside parking will be provided on Riggs
Road east of the South Dakota Avenue intersection
along the site frontage par of the DDOT
redesign of the intersection. This area will be
further enhanced by streetscape improvements
providing adequate space for pedestrians and
bicyc|es
Loading Facilities
The loading docks serving both the retail and
residential uses at Fort Totten Square would be fully
enclosed within the project. Access to the retail
loading facilities woul d be provided from he Rigs
Road entrance. A separate lane equipped with a
gatecontrol l ed system would allow access to the
loading area adjacent to the parking garage ramps.
Access to the residential loading facilities would be
provided by the separate 3r
d
Street entrance for the
residential component of the project.
For retail stores with more than 1 00,000 S.F. of
space, the DCMR requires two (2) 55-foot deep
loading berths, one ( | j 3D-foot deep loading berth,
one ( I ) 100 S.F. loading platform, two (2) 200 S.F.
loading platforms, and one j | ) 20-foot deep
service/deliver loading space.
For the retail uses, the proposed plan would provide
three (3) 55-foot loading berths
'
, two (2) 3D-foot
loading berths, one ( | j 20-foot loading space,
sufficient loading pl atfo
ms. and trash and

compacting areas.
Typically, the residential building would require one
( I ) 55-foot deep loading berth, one ( I ) 20 S.F.
loading platorm, and one ( I ) 20-foot deep
service/deliver loading space. However, the project
received variance relief from the L.L. Board of
Zoning AdjusDllent to provide a 30-foot deep
loading berth instead of a 55-foot deep loading berth
through BZA Order Nos. 1 7600, I 7600-A, and
I 7600-B.
ese spaCes will bc uszbeby 11foot t|U6ks.
For the residential use, the proposed plan would
provi de one | 3D-foot loading berth, one ( I ) 20-
foot loading space, one ( I ) 200 SF loading platform,
and trash and compacting areas.
A detai led loading plan, which restricts loading
during peak hours should be i mpl emented for the
site to mi ni mize blockages of traffic on private and
public roadways.
Loading Frequency and Routes
The number of servi
C
e vehicles expected to be
generated by the retail portion of the site will be
provided by the operator of the facility. It is
anticipated that trucks would use only those routes
that are unrestricted to enter and exit the site.
Access to the loading area would be provided from
westbound Rigs Road at the main site driveway.
These vehicles would exit to westbound Rigs Road
|C return to their destination. They would likely
utilize North Capitol Street and New Hampshire
Avenue \Creturn to points east.
Residential trucks would also follow these routes to
access the loading area that would be fully contained
within the site. Use of the loadi ng dock would likely
e scheduled to avoid any connicts+
P noted previously, through trucks are prohibited
along o'Street to the north through the residential
community. Thus, trucks would be restricted from
using this route.
rLL b.oLLIAL3. LLL

1 7
Preliminary Tldnsportation I mpact Study
Washington, D.C.
Existing Trafic Volumes
AM and PM peak period vehicular turning movement
counts and pedestrian counts were conducted in
2008 at the local study i ntersections on Wednesday,
April 2, 2008 and Tuesday, April 22, 2008 and refect
conditions prior to the current reconstruction of the
Rigs Road/South Dakota Avenue intersection.
Suppl emental traffic counts were collected in
October 20 |I and January 201 2 at the regional
i ntersections. These included the following
i ntersections:
| . New Hampshire Avenue/Eastern Avenue.
2. New Hampshire Avenue/Rittenhouse
Street.
3. Rittenhouse Streetl3r
d
Street.
4. Eastern Avenue/Riggs Roa
d
/Chil l um Road.
b. Eastern Avenue/Riggs Road.
6. South Dakota Avenue/Galloway Street.
7. South Dakota Avenue/Gallatin Street.
8. North Capitol StreetlMissouri Avenue/Rigs
Road.
9. Blair Road/Rock Creek Church Road/Rigs
Road.
Loql Intersections
10. 3" Street/Chillum Place.
I I . 5'" Street/Chil l um Place.
1 2. Chil lum Place/Riggs Road.
1 3. 3rd Streetl2n
d
Street.
1 4. South Dakota Avenue/Rigs Road.
1 5. South Dakota Avenue/Kennedy Street.
1 6. South Dakota Avenue/Hamilton Street.
1 7. | Place/Rigs Road
The existing traffic data s included in Appendix C.
The AM peak hour generally occurred from 7: 1 5 AM
to 8: 1 5 AM and the PM peak hour generally
occurred from 4:30 PM to 5:30 PM.
The existing counts are shown on Figure 3- 1 . The
existing lane use and trafic controls are shown on
Figure 3-2.
YLLL ^hoL\^1b. LLL

1 8
Prelimi nary Transporttion Impact Study
Washington, D.C.
Existing Levels of Service
Existing peak hour levels of service (LOS) were
calculated at the three key study i ntersections based
on the 2008-20 I I traffic volumes shown on Figure 3-
| , the existing lane use and traffic control shown on
Figure 3-2, and the Synchro/SimTrafic (Version 7)
methodology. Existing trafc signal timings were
prOVided by DDOT. The results are summarized in
Table 3- 1 . Capacity analysis worksheets are incl uded
in Appendix D.
@ eoc| |otesect|eos
| Al l of the regional intersections currently
operate at overall acceptable levels of
service (at LOS L or better) during the
AM peak hour with the exception of the
Rittenhouse Streetl3r
d
Street intersection,
Some individual movements or approaches
operate near capaCity (at LOS "E") or
beyond capacity (at LOS "F") during this
period.
2. Al l of the i ntersections would operate at
overall acceptable levels of service during
the PM peak hour with the exception of the
New Hampshire Avenue/Eastern Avenue
intersection that operates at LOS "E",
|ecc| |otesect|eos
I . All of the signalized local i ntersections
currently operate at overall acceptabl e
levels of service during the AM and PM
peak hours. The reported level of service at
the i ntersection of Rigs Road/South
Dakota Avenue refects the anticipated
reconstruction.
2. The signalized Riggs Road/Chi l l um Place
intersection currently operates at LOS " C"
during the AM peak hour and LOS `
during the PM peak hour.
3. |a addition, al l turning movements at the
stop controlled intersections on 2n
d
Street,
3
rd
Street. and O` Street currently operate
at adequate levels of service during both the
AM and PM peak hours.
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Section 4
ANALYSI S OF BACKGROUND
TRAFFIC CONDI TI ONS
Adjustments to Existing Trafc Volumes
The existing traffic volumes were adjusted to
account for the following:
I . Reorienting the existing traffic volumes to
reflect the planned configuration at the
Riggs Road/South . Dakota Avenue
intersection.
2. Modifing the existing cmmc count
information to account for the
redevelopment of For Totten Square,
including changes to the existing driveways.
3. Applying a one ( 1 .0) percent growth rate
compounded annually to all intersection
movements to reflect 20 1 5 conditions.
. Applying a 0.50 percent growth rate
compounded annually (or ten years to
reflect growth between 201 5 and 2025.
Trafc Generated by
Other Planned Developments
A number of developments are planned within the
immediate area of the Riggs Road/South Dakota
Avenue intersection. These include the following:
a. Dakota Pointe.
b. Fort Totten Redevelopment (Cafritz),
c. Fort Totten Station Apartments.
d. Emerson Street Townhouses.
e. Fort Totten Square (current approval).
Note that the Cafritz redevelopment was assumed
to be phased consistent with the approved traffic:
study for the project. In addition, the background
analyses considered the currently approved matter
of-right development density for the Fort Totten
YLLb ^3L1PL3. LL1
1~t:..1x0k1lM..<crs:ut J
24
Washington, D,C.
Square property that consists of 85,000 S,F, of
specialty retail space and 420 residential apartments.
The number of trips expected to be generated by
the adjacent development projects was extracted
from previously prepared traffic studies in the area
by Wells Associates and was based on the
standard rates and equations published in the
Institute of Transportation Engineers (ITE) with
adjustments for proximity to the Fort Totten
Metrorail station and internal trips, where
appropriate. Development densities for each of the
projects listed were derived from previous studies i n
the area prepared by Wells Associates.
The nonauto mode spl its were developed based on
the data published in the 2005 Development -
Related Ridershi p Survey. by the Washington
Metropolitan Area Transit Authority. Estimates for
internal trips were made based using the ITE _
Generation Handbook, where appropriate
A summary of the trip generation information is
shown on Table 4- 1 . The results indicate that
pipeline development would generate 88 1 AM peak
hour trips (335 and 546 out), 1 ,043 PM peak hour
trips (577 in and 466 out), and 1 2,659 daily (24-
hour) trips by 201 5 and 1 ,232 AM peak hour trips
(529 in and 703 out), 1 ,595 PM peak hour trips (826
in and 769 out), and 1 8,099 daily (24-hour) trips by
2025, Detailed trip generation for all of the
adjacent developments is contained in Appendix E.
Background Trafc Forecasts
Background traffic forecasts were prepared for 201 5
and 2025 by applying the ambient growth rate to
existing trafc and the site traffic from the other
planned developments, The resulting 20 I 5 and 2025
background traffic forecasts for the study area are
shown on Figures 4-2 and 4-3, Detailed background
traffic assignments for 201 5 and 2025 are provided
in Appendix F.
Lk@tOuDU ututO LOV5 OrVL
Future conditions capacity analyses. without Fort
Totten Square, were performed at the study
intersections for the 201 5 and 2025 AM and PM
peak hours based on the reconfigured intersection
lane use and trafc control shown on Figure 4- 1 ; the
background trafc forecasts shown on Figures 4-2
and 4-3; and the Synchro/SimTraffic methodology.
The results are presented in Appendices H and I,
summarized on Table 4-2, and discussed below:
Background 201 5
Intersection and turning movement operations
under background year 201 5 conditions without the
development are anticipated to be generally
consistent with those experienced under existing
conditions.
I . All of the intersections would continue to
service during the AM peak hour with the
following exceptions:
Rittenhouse Street/3'
d
Street (LOS
"F").
North Capitol Street/Missouri
AvenueRigs Road (LOS L).
2. All of the intersections woul d operate at
the PM peak hour with the following
exceptions:
New Hampshire Avenue/Eastern
Avenue (LOS "F").
Eastern Avenue/Riggs Road (LOS
E)
North Capitol StreetMissouri
Avenue/Rigs Road (LOS "E").
Local Intersections
I . The Rigs Road at the South Dakota
Avenue/]r
d
Street intersection would
continue to operate at an overall adequate
25
Preliminary Transporttion I mpact Study
Washington, D.C.
level O1service during the AM and PM peak
hours. Some individual movements are
expected \ operate near or beyond
capacity (at LOS "E" or "F") during the AM
and/or PM peak hours.
2. The eastbound approach of Hamilton Street
at the intersection with South Dakota
Avenue is anticipated to operate beyond
capaCity (LOS "F") during the PM peak
hour. However, overall, the intersection
would continue to operate at acceptable
levels of service during both the AM and
PM peak hours.
3. The northbound left turn lane of 1 Place at
Riggs Road is expected to operate near or
beyond capacity (at LOS "E" or "F") during
the AM and/or PM peak hours; although the
i ntersection i s expected to operate at
both periods.
4. All other local i ntersections and their
turning movements are expected to
operate adequately.
Background 2025
Kconcl lntctscctions
I . All of the intersections woul d continue to
serice during te AM peak hour with the
following exceptions (similar to 20( 5):
Rittenhouse Streetj],
d
Street (LOS
"F").
Avenue/Riggs Road (LOS "F").
2. All of the intersections would operate at
exceptions:
Avenue (LOS "F").
Eastern Avenue/Rigs Road (LOS
"F").
Norh Capitol Street/Missouri
0C0 Intersections
I .
2.
3.
4.
The results for the local signalized

intersections indicate that all of these
locations would continue to operate at
the AM peak hour.
The Riggs Road/Chillum Place intersection
would ope"'te beyond capacity (LOS "F")
during te PM peak hour.
The Rigs Road/South Dakota Avenue
intersection would operate near capacity
(LOS "E") during the PM peak hour
Al l of the turning movements at the
unsignalized intersections woul d continue
to operate at acceptable levels of service
during both the AM and PM peak hours.
YLL wPh>L FL3 Ll
Z
Washington. D.C.
Table 4-1
Fort Totten Square
Pipeline Trip Generation Summary
'
gNLUyr PM Peak Hour Wekdax
Project
Si2e Uoit |N OUT TOTAL |N OOT TOTAL
ADT
Year 20 1 5
I . Dakota Point 1 70 LO 9 41 50 40 1 9 59 644
2. Fort Totten Redevelopment (Cafritz) |i7ed"Ose 1 43 1 75 3 1 8 281 245 526 5,390
3. Fort Totten Station Apartments 308 LO 1 4 54 68 53 29 82 876
4. Emerson Street Townhouses 75 LO 3 1 7 20 1 5 8 23 247
5. Fort Totten Square (current approval) ||xeo-O:e 1 66 259 425 1 88 1 65 353 5,502
Total Pipeline Development Trips for 20 1 5 335 546 881 577 466 1,043 1 2,659
Year 2025
I . Dakota Point 170 LO 9 4 1 50 40 1 9 59 644
2. Fort Totten Redevelopment (Cafritz) |Ixeo-Ote 337 332 669 530 548 1 ,078 1 0,830
3. Fort Totten Station Apartments 308 LO 1 4 54 68 53 29 82 876
^. Emerson Street Townhouses b LO 3 1 7 20 1 5 8 23 247
5. Fort Totten Square (cun'ent approval) ||x8d-Osc 1 66 259 425 1 88 1 65 353 5,502
Total Pipeline Development Trips for 2025 529 703 1 ,232 826 769 1 ,595 1 8,099
Notes: ( I ) Trrp generation based on prevlouls
y
p|epared traicstudies.
Wel!J - ASSOCiates, Inc.
McLean, Virginia
27
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Section b
ANALYSIS OF TOTAL FUTURE
TRAFFIC CONDI TI ONS
Site Trip Generation Analysis
The number of net new trips that would be
generated by the Fort Totten Square redevelopment
was estimated based on the observed trip generation
and ITE's Trip Generation. Eighth Edition.
The existing trafic counts recorded at the site
driveways indicates that the former SunTrust Bank
at the site generated 25 AM peak hour trips ( 1 2 in
and 1 3 out) and 34 PM peak hour trips ( 1 6 in and 1 8
out). Considering full occupancy of the 85,000 S.F.
shopping center (as a specialty retail center) and 420
residential apartments, the site would generate 425
AM peak hour trips ( 1 66 |n and 259 out) and 353 PM
peak hour trips ( 1 88 in and 1 65 out).
Traffic generated by the proposed anchor retailer,
retail space and residential buil ding was estimated
based on standard ITE trip generation rates and
adj usted to refect a non-auto mode split. Passby
trips were estimated based on data published by ITE
and applied to the PM peak hour. (The ancillary
retail space was combined with the anchor retail
space for purposes of this study).
The anchor retailer and combined retail space trips
were estimated assuming a conservative 1 0 percent
non-auto mode share. Based on these factors, the
1 30,000 S.F. of anchor retail space would generate
1 95 AM peak hour trips ( 1 1 0 in and 85 out), 388 PM
peak hour trips ( 1 9 1 in and 1 97 out), and 3,81 7 daily
(24-hour) trips
The 350 rental apartments would generate 1 1 4 AM
peak hour trips (23 in and 9 1 out), 1 36 PM peak
hour trips (89 in and 47 out), and 1 ,459 daily (24-
hour) trips. This assumes a non-auto mode spl i t of
35 percent.
The proposed overall project would generate 309
AM peak hour trips ( 1 33 in and 1 76 out), 524 PM
peak hour trips (280 in and 244 out), and 5,276 daily
trips at ful l buildout in 201 5.
LLL3 A5LAL\, JL
311.1NW1.1~^
35
Washington, D.C.
Accounting for the potential trips that could be
generated by the site, the redevelopment of Fort
Totten Square would result in 1 1 6 (ewer AM peak
hour trips and 1 7 1 more PM peak hour trips at full
buildout in 201 5.
T rip generation estimates are shown on Table 5- 1 .
Trip Distribution Analysis
A trip distribution analysis was prepared based on a
review of traffic counts along the cordon of the
study area for residential uses, an evaluation of
census data and households for retail/commercial
uses, and previously approved studies in the project
area. The household data was factored for
frequency, competition, and vehicle availabil ity.
The following distributions were used in this study:
To/From Retail ReSl
North on Eastern Ave 1 0% 1 0%
North on NH Ave. 4% 1 0%
East on Rigs Rd. 1 6% 1 0%
South on Chillum PI. 3% 0%
South on Ga lIatin St. 5% 2%
South on S. Dakota 1 4% 25%
South on N. Capitol 5% 1 0%
We;t on Rigs Rd. 35% 28%
North on N. Capitol
5%
Total 1 00% 1 00%
Site Traffc Assignments
The site-generated traffic volumes were assigned to
the public roadway network according to the
directional distribution described above. The
resulting site traffic aSSignments are shown on Figure
5- 1 .
Table 51
Fort T onen Square
Site Trip Generation Summar
'
8M Pea PMpeak HOrlr
ITE Weekda
land Use Code 5ize Units IN OUT TOTAL IN OUT TOTAL ADT
Aponment 220 350 DU
Vehicle Trips (Total Unadjusted) 35 140 | 75 | J7 73 21 0 2,24S
TDM/T ransit Reduction
:
J3% 1 2 49 61 48 26 7. 786
. .... . ...= ...
Exrernal Vehicle Trips (External TDM Reduction) 23 91 | | 4 89 47 1 36 1,459
Free-Standing Discount Supertore 8 1 3 1 30,000 S F (GU)
Vehicle Trips (Total Unadjusted) '22 93 21 7 294 305 5 5,891
JMmosirKm~
1 0% l 2 1 0 22 29 3l 60 58
.... = .... .. ...
Eternal Vehicle Tr
s (External . |Reduction) I | 0 B5 '95 265 27. 539 S,302

Ps-byTris
s
28%
. . .
74 77 l S I
. ... . ...=
New External Vehicle Trips (External . Pass-by) 1 1 0 B5 195 1 91 |7 3BB J.5| 7
TOALSlTE GENERATEDTRIPS 1 13 I 5 309 280 244 524 5,276
enration Com_ar|son
Matter-or-Right Zoning
(85,000 S.F. Speialty RetaiIJ420 residentil apartment- HELHEWtrips) 16. 259 425 l 8
, .5
3
53 5,502
Diference (Proposed vs. Matter-or-Right) (33)
(B3) ( I I .) 92 79 1 71 (226)
Notes:
I . Vehicle trips neta1ed tIing Insirule of n.pc+iOn n_)nccr1 (!TE) Trj@etlCn Eighth bdtttOn.
1, Mode split bZW0 On2 Development-Related Ridtmhip Surey lna Report. WMATA, March 2b.
J. P1by tl'ip estimare from ITE Trip cn6rtIon Handbook. Second LdtIOn, land u$q dc I (F"ee-Standing Discount Supertore) qnd reflects aVcra_c rne.
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Total Future Traffc Forecasts
The 20 1 5 and 2025 total future traffic forecasts. with
the proposed redevelopment, were developed based
on a composite of the background traffic forecasts
adj usted to reflect the elimination of the existing
traffic currently generated by the site and the new
site trips shown on Figure 5- 1 . The resulting 20 1 5
and 2025 total future traffic volumes for the study
area are shown on Figures 5-2 and 5-3. Detailed
total future traffic assignments for 201 5 and 2025
are provided in Appendix G.
Total Future Levels of Service
Future peak hour levels of service, with the
redevelopment, were determined at the study
i ntersections based on the reconfigured lane use and
traffic control shown on Figure 4- 1 ; the total future
traffic forecasts shown on Figures 5-2 and 5-3; and
the SynchrofSimTraffic methodology. The results
for totl future conditions are presented in
Appendices J and K and are summarized in Table 5-
2.
Total Future 201 5
Reeional lntersections
I . All of the intersections would continue to
operate similar to those reported under
background conditions. The Rittenhouse
Street3r
d
Street intersection and the North
Capitol StreetMissouri AvenuefRiggs Road
intersections would operate near or
beyond capacity during the AM peak hour.
Some individual movements would operate
with slightly less overall delay si nce the
there would be a reduction i n overall
vehicle trips when compared to background
conditions.
overall acceptable levels of serice during
exceptions (consistent with background
conditions):
|LL5 G A5\LL5. LL!

39
Preliminary Transporttion I mpact Study
Washington, D.C.
New Hampshire Aven ue/Eastern
Avenue (LOS "F").
Eastern Avenue/Riggs Road (LOS
"F").
North Capitol StreetMissouri
Loco/ Intersections
I . The Rigs Road at the South Dakota
Avenue/3r
d
Street intersection would
continue to operate at an overall adequate
level of serice during the AM and PM peak
hours. Some individual movements are
expected to operate near or beyond
capacity (at LOS "E" or |', during the AM
and/or PM peak hours, A slight reduction
during the AM peak hour and slight i ncrease
during the PM peak hour in overall delay
would be realized when compared to
background conditions.
2. The eastbound approach of Hamilton Street
at the intersection with South Dakota
Avenue is antici pated to operate beyond
capacity (LOS "F") during the PM peak hour
but at overall acceptable levels of service as
i dentified under background conditions.
3. The Horthbound left tum lane of `` Place at
Rigs Road is expected to operate near o-r
beyond capacity (at LOS L or F) during
the AM and/or PM peak hours but at overall
acceptable levels of serice as identified
under background conditions. Slight
modifications to the signal timings upon site
buil dout can be made to improve delays
compared to background conditions.
Totl Future 2025
I . All of the i ntersections woul d continue to
operate at overall acceptble levels of
service during the AM peak hour with the
exception of the Rittenhouse Street/3r
d
Street intersection and the North Capitol
Street/Missouri Avenue/Riggs Road
intersection, consistent with background
conditions.
overall acceptable levels of serice during
exceptions:
Avenue (LOS "F").
Eastern Avenue/Rigs Road (LOS
" F").
Avenue/Rigs Road (LOS "F").
L0CU 0@5C_0n5
. The results for the local signalized
intersections indicate that a of these
locations would continue to operate at
the AM peak hour.
2. The Riggs - Road/Chil lum Place intersection
woul d operate beyond capaCity at LOS "F"
during the PM peak hour. Signal timing
changes would provide a benefit at this
location to reduce overall delays for side
street traffic. This results in an overall
acceptable level of service under future
conditions.
. The Riggs Road/South Dakota Avenue
woul d operate near capacity (LOS E)
during the PM peak hour.
/CCC55Intersections
I . All of the turning movements at each of the
proposed site driveways that are anticipated
to operate under stop control are expected
to operate at acceptable levels of service
during both the AM and PM peak hours.
2. Motorists using the '
!
Street driveway
serving the retail parking garage would
utilize gaps i n traffic created by the trafic
signal at Riggs Road.
The results of the future capaCity analyses i ndicate
that the additional vehicle trips generated by the
redevelopment of Fort Totten Square would not
VLLLb ~^b!1^L3, LLL

40
Washington. D.C.
have a significant impact to the roadway network
when compared to background conditions.
The major i mprovements currently under
construction at the Rigs Road/South Dakota
Avenue intersection would effectively mitigate the
future traffic forecasts in this area through 2025
while providing a pedestrian and bicycle friendly
environment. Fort Totten Square site trafic will
also be reduced though the i mpl ementation of a
comprehensive Transportation Demand
Management (TOM) plan as described in the
following section of this report.
} }UU1~UU TE ARU^ ~ AF}^ GR .U.UT YQ
|NoRNAM8=R.w.
BAv 1nSu.w
Fi gure 5-2A
Total Future Z1 Traffic Forecasts

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SECTI ON
TRANSPORTATI ON DEMAND
MANAGEMENT (TOM)
STATEMENT
OVERVIEW
The Fort Totten North, L.L.C. development team is
committed to reducing peak hour single-occupancy
vehicle trips and building a sustainable project. The
following summarizes potential trip reduction
strategies that could be implemented at Fort Totten
Square:
F Designate a Transportation Management
Coordinator (TMC) part of the project. The
TMC would implement the TOM program and
advise residents, tenants, and employees ofthe
availability and location of the TOM coordinator
and program.
B. Designate a centralized space on-site (within
one or more buildings) as a Commuter Center
where TMC functions would take place.
C. Provide incentives to use transit or alternatives
to automobiles, incl udi ng information on
Metrorail, Metrobus, Trail Access, and other
public transporttion fcilities. services, routes.
schedules. and fres.
D. Manage the parking garage/fcilities to restrict
commuter parking.
L. Provide pedestrian and bicycle programming and
support to include bicycle storage. showers, or
other fcilities for residents and/or on-site
employees utilizing bicycle or pedestrian
options.
| Consider a monitoring component to ensure
that the target goals of the TMP are met.
@
||A5 A5 |L
nc 1 t+ rr 1o i :o:.r r
b
Washington, D.C.
SECTION 1
CONCLUSI ONS AND
RECOMMENDATIONS
The conclusions of this study are follows:
I . The results of the existing analyses i ndicate that
of the 1 7 study intersections operate within
acceptable standards (at overall level of service
Oj during both the AM and PM peak hours.
This assumes the redesign of the Rigs
Road/South Dakot Avenue intersection is
complete.
1. The majority of key signalized intersections ( 1 2
of 1 4 intersections) are anticipated to operate at
acceptable overall levels of service during the
morning peak hour under background
conditions without redevelopment of Fort
Totten Square in both 201 5 and 2025. Nine (9)
to eleven ( I I ) of the signalized study
intersections are expected U operate at
acceptable levels of service during the PM peak
hour in 201 5 and 2025 respectively.
3. Buildout of Fort Totten Square that includes a
1 20,000 S.F. anchor retail tenant, 1 0,000 S.F. of
retail space and 350 residential apartments
would generate a total of 309 AM peak hou r
trips and 524 PM peak hour trips. When
accounting for the previously approved matter
of-right development (85,000 S.F, of retail space
and 420 residential apartments), the
redevelopment of Fort Totten Square would
result i n l b fewer AM peak hour trips and l 1l
more PM peak hour trips at full buildout in
201 5.
4. The additional vehicle trips generated by
buildout of Fort Totten Square would have
minimal impact to the adjacent roadway
network. The projected levels of service under
the 201 5 and 2025 total future conditions are
generally consistent with those realized under
background conditions, with slight reductions i n
overall delay during the AM peak hour and slight
increases in overall delay during the PM peak
hour. Signal timing modifications at the Rigs
Road/Chillum Place and Rittenhouse Street/3
n1
VLL; o1c3LLl^L3. LLL
47
Washington, D.C.
Street intersections would be necessary to
maintain overall acceptable levels of service at
these locations. In addicion, signal timing
modifications at the Riggs Road/IS< Place
intersection could be made in order to improve
the operation of the northbound l eft turn lane.
5. The proposed development plan for Fort Totten
Square wil l meet both parking and loading
requirements. All of the loading facilities would
be contained on-site in order to minimize
impacts to the surrounding neighborhood.
b. The reconfiguration of the Rigs Road/South
Dakota Avenue intersection, augmented with
the development of Fort Totten Square. will
signifcantly enhance the pedestrian access,
safety, and mobil ity within the site area.
7. All of the critical turning movements at the site
driveways proposed to serve Fort Totten
Square from Rigs Road, Chi l l um Place, and 3
rd
Street are expected to operate at acceptable
levels of service under stop sign control.
Motorists entering and exiting the site will
utilize gaps in the mainline traffic stream created
by the presence of traffic signals at adjacent
intersections.
8. The redevelopment of the Fort Totten Square
property woul d provide streetscape
improvements that will enhance pedestrian and
bicycle access in the area, creating a walkable
environment for residents.
9. The number of net new peak hour trips and
vehicle i mpacts to the community would further
reduced through implementation of a
Transportation Demand Management (TOM)
program.
?11
Ward: 4
ANC:
Square:
Lot(s):
Lot Area (SF):
Height
FAR.
LotOccupancy
Rear Yard
Side Yards
Parking Req's
Retail 1 {Anchor)
Retail 2 (FTN)
Residential
Res. Loading
Loading Berth
Platform
Deliver Space
Retail Loadlng
Loading Berth
Platform
Deliver Space
Bicycle Parking
Retail (1 & 2) (Long-term)
Retail (1 & 2) (Short-term)
Residential (Long-term)
Residential (Short-term)
ZONI NG /|/|`c' c
Project Client
o|l CIIen quare
Wa8|nQICn, L
|C|l1oIIen NC|Ih, LLL
48
3748
52
201 ,274 SF
Zone: C-2-A
50'-0"
Residential - 2.5
Commercial " 1 .5
TOTAL = 2.5
100% Commercial
60% Residential
15'_OK
Exception - corner lottthru lot
measurefromcenterline
of street abutting lot
none
(none requled)
(+3,000sf) 1 per 300sf
1 per 300sf
1 per 2 units (approx 350 Units)
1 @55 ftdeep
1 @200sf
1 @20' deep
(Genelal He/ail >100k SF)
1 @30 ft/ 2 @55 ft
1 @ 100sf1 2 @200sf
1 @ 20' deep
1 per 1 0,000 GSF
1 per 2,500 GSF
1 per 3,000 GSF

1 per 20,000 GSF
Project Phase
La|Qe 1|aCI Heview
Regs
700
770
771
772
774.1
774. 1 1
775.5
2100
2200
2200
(drah)
REQUIRED/MAXIMIN:
50'-0"
Res. - 503,188 FAR SF (2.5)
Comm. = 301, 913 FARSF (1.5)
M" 503,188 FAR SF (2.5)
100% Commercial
60% Residential
1 5'-0"
(measured from 3rd Street
centerl ine)
0'
390 spaces (approx)
30 spaces (approx)
Subtotal = 420 spaces (approx)
175 spaces (approx)
1 @55 ftdeep
1 @ 200sf
1 @20' deep
1 @ 30 ftf 2 @55 ft
1 @1 00sf/ 2 @200sf
1 @20' deep
1 3 spaces (approx)
52 spaces (approx)
Subtotal " 65 spaces (approx)
1 1 5 spaces (approx)
17 spaces (approx)
Subtotal " 132 spaces (approx)
Scale
N/A
PROPOSED: RETAIL VARIANCEISp. Ex. PROPOSED: RESIDENTIAL VARIANCE/Sp. Ex.
22'-6" no 50'-0" no
0.41 no 1.90 no
P1 * 0 FAR SF M (RES) = 21 ,099 FAR SF
GROUND " 82,014 FARSF R1 * 107,085 FARSF
M (RETAIL) " 0 FAR SF R2 * 83,329 FARSF
R3 86,356 FAR SF
R4 " 84,561 FARSF
TOTAL " 82,014 FAR SF TOTAL " 382,430 FARSF
GRAND TOTAL " 464,444 FARSF
TOTAL SITE FAR" 2.31
90.7% no NA
- NA 57.70% no
15'-0" no 15'-0" no
(measuredfrom3rd Street (measured from 3rd Street
centerline) centerline)
0' no 0' no
400 spaces (approx) no NA N
50 spaces (approx) no N NA
Subtotal " 450 spaces (approx) no N NA
NA NA 1@1 R Ybb
NA NA 1 @200sf no
NA N 1 @20' deep no
2 @30 ft/ 3 @55 ft no NA NA
2 @ 1 00sf/ 3 @200sf
|
no NA NA
1 @20' deep no NA NA
NA N 132 spaces (approx) no
Date
|eO|ua|y8, 201 2 PZ
?11 l
(withattachmeot)
October 1 1 , 201 1
L OF DISTRICf OF COLUMIA
DEPARTMNT LILLM1BB1ALBYAIIA
U1LUJZNUA1BA1UB
t t t
By US Mail and Email PDF

John T. Epting .
Goulston Storrs
1999 Street, , 5th Floor
Re: 300 - 320 RIggs Road, NE (ot 52 of Square 3748) (the "Property") - BZA
Order No. 17600, 17600-A, and 17600-B (collectively, the "Orders") -
Compliance with Orders
Dear Mr. Eptng:
The purpose of this letter is to confnn my interpretation of the applicability of the Orders
to the revised project scheme for the Property, as discussed at oUI meeting of September 21,
20 I I . It is my understnding that the project has evolved fom approximately 420 residential
units ad apprqximately 85,000 squre feet of grocery and retail space to approximately 345
residental ut and approximately 130,000 square feet of grocery and retal space. While the
location of U uses and parking h shifed within te site, the project remans a mixed ue
retail/residental project with paing and loading. The height remains approximately 50 feet and
the FAR been slightly reduced fom approximately 2.5 FAR to approximately 2. 31 FAR.
Upon review of the original plans and current plans dated September 20, 201 1, Hnd that the
current plans are in accordance with the approval of the Board of Zoning Adjustent ("BZA")
under the Orders consistent with I I DCMR Setion 31 25. The project remains a "mixe use
commercial / residential" building as described in the Orders. The Orders did not contain any
other conditions or further descripton of the project.
The basis for the variance relief granted by the Orders has not changed fom that
reviewe and approved by the BZA. The variance relief standard was deemed satisfied by the
BZA due to the unique constraints that still impact the Property. The site is afected by a
signifcant grade change that deemed by the Board to be a unique circustance that created
a practcal difculty, as noted on Pages 291-292 of the tanscript fom the March 20, 2007
hearing on this case ("Transcript"). A portion of the Transcript is attched to this letter.
Since the revised project plans function the same as the prior plas and the site condition
remain the same, the property owner still requires variance relief for the 55 foot loading berth
provide for a residential building under 1 1 DCMR Secton 2201 . 1 . The property owner will
still provide a 30 foot loading berth for the residential component of the project. Further, the
1100 4th Steet, S.W., 3r Floor, Washington, DC 20024
Phone: (202) 42-576 1. (202) 4424871
proposed 30 foot loading berth remains in compliance with the Zone Plan as determined by the
BZA on Page 295 of the Transcript. The demand for the J2 foot loading berth is still not likely
since the project will not attract large scale residential trucks, noted by the Board on Page 293
of the Transcript. The BZA's conclusion that the variance did not impair the Zone Plan remains
intact.
Uyou have any questions about this matter, please do not hesitate to contact me.
Sincerely,
Matthew Le Grant
Zoning Administrator
Attachment -Excerpt of 3-20-2007 BZA Transcript
|IC. L ClIC KggsRdNE- Z BJ toEpting - -r11
2
GOVERNMENT
OF
THE DISTRICT OF COLUMBIA

BOARD OF ZONING ADJUSTMENT

PUBLIC HEARING

TUESDAY
MARCH 2 0 , 2 0 0 7

J
The Public Hearing convened in
Room 2 2 0 South, J
Street , N. W . ,
Washington, D . C . , 2 0 0 0 1 , pursuant to notice
at 9 : 3 0 a . m . , Curtis L. Etherly, Jr . , Board
Member, presiding .
BOARD OF ZONING ADJUSTMENT MEMBERS PRESENT :
CURTIS ETHERLY, JR . Board Member
JOHN A. MANN, II Board Member (NCPC)
ZONING COMISSION MEMBER PRESENT :
MICHAEL G . TURNBULL Commissioner ( AOC)
OFFICE OF ZONING STAFF PRESENT :
CLIFFORD MOY Secretary
BEVERLEY BAILEY Sr . Zoning Specialist
ESTHER BUSHMAN General Counsel
D . C . OFFICE OF THE ATTORNEY GENERAL PRESENT :
SHERRY GLAZER, ESQ .
(202) 2344433
NLPL. LL
COURT REPORTERS AND TRANSCRIBERS
1 323 RHODE ISLND AVE., NW
WASHINGTON, D.C. 200053701 (202) 234-4433
OFFICE OF PLANNING STAFF PRESENT :
JOEL LAWSON
STEPHEN MORDFIN
DOUGLAS WOODS
2
The transcript cons titutes the
minutes from the Public Hearing held on
Tuesday, March 2 0 , 2 0 07 .
(202) 2344433
NLPL . LL
1 323 RHODE ISLND AVE .. NW
WASHINGTON. D.C. 20005-3701 (202) 234-4433
1 for some guidance on moving forward .
ZJ
2 BOARD MEMBER MANN , I agree .
3 think we should move forward .
4 ACTING CHAIRPERSON ETHERLY :
I
5 Okay. I think it ' s be appropriate at this
6 time for us to move forward under a motion,
7 and it would then be my motion to approve
8 Application No . 1 7 6 0 0 of Dakota Square LLC,
9 pursuant to 1 1 DCMR 3 1 0 3 . 2 , for a variance
1 0 from the loading berth requirements under
1 1 subsection 2 2 0 1 . 1 , to al low the construction
12 of a mix-use building at premises 3 0 0 - 3 2 0
1 3 Riggs Road, N. E . , Square 3 74 8 , Lot 52 , and I
14 would invite a second .
1 5 BOARD MEMBER MANN Second .
1 6 ACTING CHAIRPERSON ETHERLY :
17 Thank you very much, Mr . Mann . I think it
1 8 was appropriate for us t o move forward under
1 9 a motion here . I think, clearly, with
2 0 respect t o the uniqueness of the subj ect
2 1 property, as has been discussed by the
2 2 Appl icant , we ' re definitely looking at some
(202) 234-4433
NLPL . LL
1323 RHODE ISLAND AVE., N.W.
WASHINGTON, D.C. 200053701 (202) 2344433
29 2
l topographical considerations as relates to
2 the grade change of the site from north to
3 south, that clearly funnelled the
4 appropriate traffic entry points towards the
5 southernmost portion of the site, as has
6 been laid out by the Applicant . I think
7 it ' s in a way that is thoughtful , both from
d a traffic planning standpoint and also from
9 a circulation standpoint in terms of when
10 you look at the overall proj ect as it ' s
1 1 proposed, as the Applicant has indicated,
12 while it may not necessarily be the first
13 departure point , if you wi l l , for how they
14 might have otherwise structured the
15 property, given what you ' re trying to get at
1 6 and the product that you ' re trying to
17 del iver in terms of the retail and
1 d residential amenities for the residents and
1 9 members o f the community, this particular
2 0 traffic plan I think i s the most appropriate
21 and prudent layout , as has been discussed
22 both by the Office of Planning, to some
(202) 2344433
NLPL . LL
1323 RHODE ISlAND AVE., N.W.
WASHINGTON, D.C. 200053701 (202) 234-433
2 93
1 extent , by some of the conversations that
2 are underway with IILJ . J think clearly
3 this plan presents the best opt ion and entry
4 point for the types of vehicles that are at
5 issue here .
6 It is very important to note, as
the Applicant has done in their
S presentat ion, that with respect to the types
9 of units that are being served in terms of
10 the residential and retail tenants , you ' re
11 not looking at the necess ity for the large-
12 scale trucks .
13 So while our experience might
14 frequently be when we talk loading berth and
15 we talk delivery docks , we ' re automatically
16 thinking of 1S- wheelers , we ' re not
l necessarily envisioning that in this
18 particular instance at issue here , and that
1U southernmost portion of the property wil l be
2 0 residential loading services , and J think
2 1 those berths are ' appropriately si zed and
2 2 correctly anticipate the right size of
(202) 234-4433
NLPL . LL
1323 RHODE ISLND AVE., NW.
WASHINGTON, D.C. 20005-3701 (202) 234-4433
294
1 vehicle that will be coming into the subj ect
2 property. As was indicated by the Office of
3 Planning, there was no affirmative mention
on the part of DDOT, in their discussions ,
5 about any concerns that might exist with
6 respect to larger traffic impacts .
7 And I ' ll look to Mrs . Powell as I
8 discuss this point . That is not to say that
9 there are not pressures that are being felt
1 0 by this intersection, by the intersections
1 1 that ring this property, but I think the
12 plan that ' s been presented takes a very
13 strong step towards minimizing and
14 mitigating any impact s , and I ' m us ing
1 5 langage that ' s not necessarily applicable
16 here , but j ust in terms of talking about the
1 7 real life application of how this is going
1 8 t o work in practice .
1 9 Your proposal I think takes that
2 0 more than adequately into account and helps
2 1 to not add or further complicate the matter,
2 2 i f you will . But , again, there are clearly
(202) 234-4433
NLPL . LL
1323 RHODE ISLAND AVE., NW
WASHINGTON, D.C. 20005-3701 (202) 234-4433
Z D
1 some larger traffic issues at work here and
2 I am certain that the Applicant wil l
3 continue to work with DDOT , the Office of
4 Planning and interested members of the
5 community to make sure that the appropriate
6 programming is done with respect to this
7 overall area . But that being said, with
8 respect to the variance as it relates to the
9 loading berth, I think we have a very clear
10 establ ishment of uniqueness here .
11 That uniqueness does in fact lead
12 to a practical difficulty with respect to
13 compliance with the zoning regs , and then
14 finally with respect to being able to
15 implement this without an impact to the
16 zoning plan or map , I think clearly has been
17 established in terms of looking at both he
18 existing Comprehensive Plan, the draft
19 Comprehensive Plan, the reanimation, the new
2 0 life being brought into a retail corridor is
21 most certainly something to be celebrated
22 here .
(202) 2344433
NLPL. LL
1323 RHODE ISLAND AVE., NW
WASHINGTON, D.C. 20005-3701 (202) 234-4433
29 6
1 So I think the case has been very
2 wel l laid out and I ' ll turn it over to my
3 colleagues for any additional comments at
4 this time .
5 Not seeing any, I think the
6 discuss ion has been very good . I think the
7 record is ful l .
8 time .
I invite action at this
9 We have a motion before us that ' s
1 0 been properly seconded . I ' ll ask all those
1 1 in favor, please signify by saying aye .
12 [Chorus of ayes]
14 Opposed? The ayes have it . Ms . Bailey, if
1 5 you could record that vote , please .
16 MS . BAILEY : Mr . Chairman, the
17 vote is recorded as three , zero , two to
1 8 approve the appl ication. The motion was
1 9 made by Mr . Etherly, seconded by Mr . Mann,
2 0 Mr . Turnbull supports the motion, Mrs .
2 1 Mil ler and Mr . Griffis are not present at
2 2 this time .
(202)234-4433
NLPL. LL
1 323RHODE ISLAND AVE. , NW
WASHINGTON, D.C. 200053701 (202)z34-4433
Z
2 Excellent . Ad if there ' s not any
3 obj ection, 1 think it ' d be appropriate to
4 waive our rules and issue a summary order in
5 that regard . Looking to my col leagues and
6 not seeing an obj ection, that concludes our
7 business on Case No . 1760 0 . Thank you very
8 much for the presentation .
9 Ms . Bailey, call the next case ,
10
please .
11 MS . BAILEY: The next case , Mr .
12 Cairman, is an appeal , and the number is
13 1 7 5 8 1 , of Edward B . Rooths , pursuant to 11
14 DCMR 3 112 , from the administrative decision
1 5 of the Zoning Administrator, Department of
1 6 Consumer and Regulatory Affairs , to revoke
17 Certificate of Occupancy Permit No . 1 0 9 73 3 ,
1 8 dated September 12 , 2 0 0 6 , for a dry cleaning
1 9 pick-up only establishment . The property is
2 0 located in the R- 5 - C District at 1 3 1 2 13th
2 1 Street , N. W . , Square 243 , Lot 1 2 .
2 2 ACTING CHAIRPERSON ETHERLY : Ms .
(202) 2344433
NLPL . LL
1323 RHODE ISLND AVE , N.W.
WASHINGTON, D.C. 200053701 (202) 234-4433
?11
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LEGEND
Residenti31 L3nd Use Categories
Low Density Residential

Dfnes. the |ng|e J.amily neghboocSingle famltyQ]oand semit nnusin unn! vlh
front. backadscyards are the remmMU>O.
Moderate Density Residential
Defnes the O:ulcs lWhOuMihbmocs =>wellas dlise garden ap.rttcomplDe. ^|Oappes
WaNa8 Maemby ambosiglfamlyhm, 2 mDdings. Ohp##$, nd lo-ris3rte
buikins. In =olrer in.r ctyneighborodswith tis sgn.Omere mysbeexting mum.stor
apanment.
Medium Density Resi dential
Ots Igbbooods or areas were mid.r!e (4-7storie!) .fbu/Eings <re 1 prelnanl use.
FkeMkwand modra\e dlty hoYsing may eeIwithin these WQ. This (hnlgru1on almy apply to
0e8HmMlblldgs surroundedaylare ars ofmq] o;nsp.c.
High Density Residential
Oefls nEgbborhoods . crridrsv/here h'ge(8 strieWmoe}apartment buI|dngs .Tethe predominant
m. Pocket! obss dense housing maexiswihln 9eaNas.
Commercial Land Use Categories

Low Density Commercial
Dnesshoppig Md mWas maaregnerallykum scle.d character. Reb L m.and se
sms eme predDu.s. Ae&range1mm sa|| bmess districs!ha!dmwpnma|y nU
rroUing Ie-hboos. 1lIrger blliss d5\nms u5e5ma1O:Jmabroader friet aea. mirommon
fire i ImIthey areoomprised pr.ifyoone-thre-stocomercial buI|d|ng.
l

.
Moderate Density Commercial

Dines shoug 8nd 6|mareas Uare som mointen|nscale ancharactertan lmtow-dnny
cmmercl Md. Rail o. . d sice bsinesses arethe pe0iunlue. Ar@s msmall
business distmadrawpWnarily m:urroundinQ ntghbohoocU \arrbusilless dmues m:
df. abm3oemd8I Mea. Budlngl-le Iargead/ortalr than thse in low density comm9tciaJ are
bgener.Uy do not Eef stCin heighL
Medium Densit Commercial
Onehp d5waWsUat somatme inwmmsceancharater than the merte
desity a. Re1I, c, and selice busisss ame pmnl'l @. Areas generadraw
ma cide madet a. Buildng.gener.Jy Luger .nfor t5wtan mosmmoraUeOsiqcmme8l
areas butpenado nexeed e(ht S mmgot
Hi gh Density Commerci al
Dnes the nl|al empbment distctof te c and o\r qoroMemploymlnt cenlemon !he down|oW
pimeter. rqce bofeand m xoW$ biigs greater Vaeigh stCies in height. o,holl'
man[ower s|ebligs (lncudill hisnO buildin-gs) iesd.
Production, Distri bution, and Repai r
+goqdtns &> oNracifreby maufacturng. waehuing. woNdMces
pmnsen, fose|o, man;puliJrs, mmsupt5ervice. am<mec.1. m"I.
=UwaW+wicmayqmsubstnfbfetlnmmnoise-. r pton-ad liM-sensre use
hs@. Tcaegoisakoused1odenro8i=ad riglts-olway. swtcg @dmmnance y, bm
g aes. andsmilar uWs lElBO Uthemmmfreigtl smasmwoo|nt.
' | Z/ '.
Nc| P
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1
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Dmpl6H6HSV6 H &H
ulul6 L&RU US6 M&p
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L

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VIA HAND DELIVERY

A completed certifcation form, in accordance with Section 2301.3(a), is attached as

A statement indicating the relationship of the proposed development to the objectives

A general statement of the approxiate schedule of building construction. In

PROPOSED: RESIDENTIAL VARIANCE/Sp. Ex.

(For i l l ustrative purposes only)

Total Project Cost To Be Determined

Authorized Signatures ________

YLLL A!5OC|A155. LLC

201 5 Total Futu re Capacity Analyses

|orI !oI\sn 5quore

LLLo o ^ooL^1L. L!L

WoHmtParkng 7am - 8:mMo.- Frl.Zone4 PemIt

Di stri ct of Col umbi a Mutl i -Use Trail Recommendati ons

Y1LLb A3PL LLL

16. SOUT DMOTAAVE ..lWllTON 5T. ML 20V 3

\)lh GAbLL^L. LL\

ms. and trash and

rLL b.oLLIAL3. LLL

YLLL ^hoL\^1b. LLL

Existi ng Lan e Use and Traffic Control

Exi sting Lane Use and Traffic Con trol

The results for the local signalized

|U\U|6 LCn U5 unU 1|CC LCD\|Ol

- Represents One Trcve Lcne

Background 201 5 Traffic Forecasts

Backgroui nd 201 5 Trafic Forecasts

Background 2025 Traffic Forecasts

Background zz Traffic Forecasts

lClu PlaoN o:dNe Ml C(I] (!^)

s (External . |Reduction) I | 0 B5 '95 265 27. 539 S,302

Site Generated Net New Peak Hour Traffic Forecasts

|LL5 G A5\LL5. LL!

VLLLb ~^b!1^L3, LLL

Total Future Z1 Traffic Forecasts

Total |u!u|6 ZZD 1!uC |C|CCu5\5

= u = L ^ ~* < g U U = O < = w U , o U U Q , . . . ^ " " " u . U

1 per 3,000 GSF

By US Mail and Email PDF

Low Density Residential

Moderate Density Commercial

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