Crystal City Sector Plan
Crystal City Sector Plan
Crystal City Sector Plan
ARLINGTON
VIRGINIA
ProjeCt ConsultAnts:
Torti Gallas and Partners John Torti, President Paul Mortensen, Associate Principal Robert Goodill, Principal Chaiwat Pilanun, Principal Maurice Walters, Principal Mike Nicolaus, Principal Laurence Brady, Associate Elena Romero-Bostan Lindsay Ringwelski Timothy Zork Raquel Raimundez-Spellacy Brian Tomaino Kalinda Brown Greyson Goon Abdul Muzikir Chase Eatherly Kimley-Horn and Associates DMJM Harris | AECOM EDAW Economics Research Associates Nelson\Nygaard Consulting Associates Robert Charles Lesser & Company Vladislav Yeliseyev, Architectural Illustrations
ProjeCt Credits
3
tABle oF Contents
exeCutive suMMAry
overview SummAry
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7 8
1.
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11 11 12 14 18 20 21 22 22 23
2.
PoliCy FrAMeWork
2.1 viSion StAtement 2.2 goAlS And objeCtiveS 2.3 poliCy direCtiveS
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25 26 28
3.
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31 32 34 34 36 38 40 41 42 44 46 48 48 49 50 52 54 56 58 60 60 72 73 74 74 74 75
3.7.4 Public Open Space 3.7.5 Public Art 3.7.6 Public Realm and the Underground 3.8 DENSITY AND BUILT FORM 3.8.1 Overview 3.8.2 Density Distribution and Massing 3.8.3 High/Low Density Zones 3.8.4 Density Yield 3.8.5 Allowable Building Heights and Tapering Strategies 3.8.6 Tower Coverage and Building Envelopes 3.8.7 Designing the Skyline 3.9 LAND USE AND USE MIX 3.9.1 Housing 3.9.2 Retail Uses 3.9.3 Preferred Retail Locations 3.9.4 Cultural Resources 3.9.5 Community Services 3.9.6 Parking 3.9.7 Service and Loading 3.10 SANITARY AND STORMWATER INFRASTRUCTURE 3.11 DESIGN GUIDELINES 3.11.1 Building Massing 3.11.2 Building Setback Profiles 3.11.3 Architectural Features 3.11.4 Building Frontage 3.11.5 Public Sidewalk Frontage 3.11.6 Public Space Landscaping
75 88 89 90 90 92 92 92 94 98 100 102 102 102 106 108 109 110 110 112 114 114 116 118 120 122 126
4.
IMPLEMENTATION
4.1 INTRODUCTION 4.2 IMPLEMENTATION 4.2.1 Plan Adoption 4.2.2 Land Use and Zoning 4.2.3 Affordable Housing 4.2.4 Transportation 4.2.5 Public Open Space 4.2.6 Community Building 4.2.7 Environmental Sustainability 4.2.8 Economic Development 4.2.9 Ongoing Monitoring of Implementation 4.3 IMPLEMENTATION MATRIX
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TABLE OF CONTENTS
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exeCutive suMMAry
THE CRySTAl CiTy SECTOR PlAn REPRESEnTS THE RESulTS OF A COMMuniTy PlAnning EFFORT TO DEVElOP A PREFERRED ViSiOn FOR THE nExT gEnERATiOn OF DEVElOPMEnT in CRySTAl CiTy.
The Crystal City Sector Plan represents the results of a community planning effort to develop a preferred vision for the next generation of development in Crystal City throughout the next 40 years. This document sets forth this vision, through a statement of community aspirations, a policy framework to guide future actions, and a conceptual master plan. It also includes analysis of Crystal Citys regional context, urban form, existing and future transportation requirements, demographic and market forecasts, and the consequences of Base Realignment and Closure (BRAC) legislation. Other neighborhood planning strategies, such as increasing the quality and quantity of public open space, provision of affordable housing, and recommendations for building a sustainable future are also included.
exeCutive suMMAry
7
overvieW
suMMAry
CiTiES ARE PERPETuAlly unFiniSHED SERiAl CREATiOnS... THE FORM OF THE CiTy DEVElOPS THROugH A COnTinuOuS REwORking OVER THE TRACES OF wHAT CAME BEFORE. THiS nOnSTOP EVOluTiOn OF uSE AnD FORM iS BOTH inEViTABlE AnD DESiRABlE.
ARCHiTECT AnD uRBAn DESignER
desired overall characteristics in the future. The Vision Statement is supported by a series of Goals and Objectives that outline the principal aspirations of the plan along with specific steps directed at achieving each goal. These elements are embodied within the Policy Directives, which outline the major recommendations and guidance for action on all future redevelopment in Crystal City. Through the process, a desired vision was identified and supported with primary goals to achieve as part of the future Crystal City. Issues related to land use, public streets and open spaces, architecture and built form, transportation, environmental and economic sustainability and transitions to adjacent neighborhoods were all identified as areas of interest. Ultimately, seven goals were established to outline the key aspirations for the revitalization of Crystal City:
Create a high quality public realm that strengthens the sense of place Provide a mix of uses balancing office, residential, retail, cultural, and civic uses among several defined neighborhood centers Relate architectural and urban design to the human scale Enhance multimodal access and connectivity Incorporate sustainable and green building principles into all urban and architectural design Preserve the integrity of the singlefamily neighborhood to the west Ensure Crystal Citys long-term economic sustainability
kEn gREEnBERg
Each of these goals is supported by a set of specific objectives that help direct and gauge progress in achieving the stated goals. Many of the objectives are also addressed in the Policy Directives, the Master Plan, or implementation recommendations. The major recommendations for guidance on all future redevelopment proposals in Crystal City embodied in the Policy Directives are organized among eight categories:
Land Use and Complete Community Building Form and Heights Density Public Open Spaces Sustainable Design and Development Transportation Housing Mix and Affordability Improvement Implementation
The Illustrative Concept Plan Policy Directives (from Chapter Two) and Corresponding Policy Maps Density and Building Form Proposals Use and Program Mix Proposals Street Configuration Guidelines
Transit Proposals and Recommendations Park and Open Space Proposals Retail and Commercial Development Strategies Sustainability Strategies and Guidelines Cultural Resource Guidelines Community Service Guidelines Parking, Service, and Loading Strategies Architectural and Frontage Design Guidelines
for new public open space, sites for either new development and/or redevelopment, and many other urban design components. The Illustrative Concept Plan is not a specific development plan for sites in Crystal City but a tool for understanding a shared vision of Crystal Citys future form, as well as for gauging how future development proposals fit within and conform to this overall vision. The Policy Directives in Chapter Two and Policy Maps in Chapter Three communicate the intent of the Master Plan, and help inform future implementation efforts. In December of 2008, the County Board adopted the Illustrative Concept Plan and Policy Framework (Vision Statement, Goals and Objective, Policy Directives, and corresponding Policy Maps) to guide future development. After adoption of these elements, the Long Range Planning Committee of the Planning Commission initiated a special process to conduct a technical review of the first full draft of the plan. Now fully integrated into the Crystal City Sector Plan, the Policy Directives provide guidance on decisions about density and land use, transportation infrastructure, parks and open space, and many other issues effecting the future of Crystal City.
A variety of Design Guidelines are provided throughout Chapter Three, addressing street and frontage configuration, building massing, height, tapering, and architectural design. These guidelines incorporate common best practices, as well as standards typically applied in Arlington County. These guidelines also provide recommendations for future design proposals so that they might best conform to the spirit of the plan.
The Illustrative Concept Plan has been the primary means to develop and test ideas for growth and improvement in Crystal City. Multiple iterations of the Illustrative Concept Plan were developed, including four schemes from the Community Charrette that were subsequently united into an earlier draft plan (the 1.5 Alternative). Through Task Force meetings, community fora, County Board work sessions, and a variety of agency and stakeholder meetings, the elements of the 1.5 Alternative were tested, vetted and developed to produce the Illustrative Concept Plan presented in Chapter Three. The plan includes a reconfigured street network, enhancements to existing public open spaces, proposals
exeCutive suMMAry
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CRySTAl CiTy HAS BEnEFiTTED FROM iTS lOCATiOn ACROSS THE POTOMAC RiVER FROM DOwnTOwn wASHingTOn D.C., AnD PROxiMiTy TO A MAjOR CROSSROADS OF REgiOnAl TRAnSPORTATiOn AnD TRAnSiT FACiliTiES.
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1.1 BACkground
Crystal Citys urban form has been shaped largely through decades of private sector development, without a guiding long-range community plan for the area. Nearby, ongoing development in Pentagon City and Potomac Yard is creating a more seamless pattern of high-density, mixed-use development, blurring the boundaries between these neighborhoods. Nevertheless, Crystal City remains the largest high density mixed-use neighborhood in south Arlington, and one of Arlingtons primary economic engines. Almost four decades after its first high-rise building was built, Crystal City is approaching full build-out within the scope of existing land use plans. Looking forward, any potential for additional growth will need to balance competing priorities, while improving the quality of life within Crystal City. The 2005 BRAC recommendations have had an immediate impact on Arlington, since it is a well established center for DoD and related contractor occupancies. BRAC expressly targeted these uses for relocation to sites outside of Arlington and Crystal City. In response, Arlington established a BRAC Transition Task Force that developed 34 recommendations to transform the potential negative impacts into real opportunities. One of their specific recommendations included the initiation of a planning process that develops and advocates a vision, analyzes fiscal and economic impacts, and provides a framework for the physical redevelopment of Crystal City. As a result, this Sector Plan embodies the communitys aspirations for addressing the impacts from BRAC by guiding future reinvestment in Crystal City to achieve their desired, shared vision. initiatives for the area. In the mid-1960s, a growing demand for office space outside of the Washington, D.C., central business district made Arlington locations more attractive and led to Crystal Citys early development into an urban center. Crystal Citys first generation of planned development comprised mixed-use development of office, apartment, and hotel buildings, with an internal retail spine located east of Jefferson Davis Highway. The name Crystal City was taken from one of the early apartment buildings, the Crystal House (1900 S. Eads Street), and the large crystal chandelier that graced its lobby. As development continued, new apartment and hotel buildings were constructed west of Jefferson Davis Highway. Meanwhile, the federal governments decision in the late 1960s to locate the U.S. Patent Office and the Institute of Defense Analysis in Crystal City stimulated more construction of office and residential buildings supporting federal government uses. With the July 1977 opening of the Crystal City Metro Station, and the Virginia Railway Express (VRE) station a few years later, Crystal Citys market reach was greatly expanded, positioning it as a major regional employment center. Millions of square feet of mixeduse development have been built to date, leading to Crystal Citys status as one of the regions primary activity centers.
lEwiS MuMFORD
1 Metropolitan Washington Council of Governments (COG), Pub. No. 20078315., Growth Trends to 2030: Cooperative Forecasting in the Washington Region, Fall 2007, p. 3. (Figures are based on COGs Round 7.1 Forecasts) 2 The region in these reports is comprised of jurisdiction included in the federal definition of the Metropolitan Statistical Area that includes COG member jurisdictions and three additional counties, Stafford in Virginia, and Calvert and Charles in Maryland. See Growth Trends to 2030 for a full list. 3 Counties immediately adjacent to (bordering) the central jurisdictions. 4 The balance of the MSA at its periphery. 5 Ibid. 6 For a concise and very readable exposition on the issue of sprawl and suggested remedies, see Suburban Nation: The Rise of Sprawl and the Decline of the American Dream, Duany, Plater-Zybert, and Speck, 2000.
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Figure 1.2.1
legend
REGIONAL ACTIVITY CENTERS COG INNER JURISDICTIONS
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DC CORE MIxED-USE CENTER EMPLOYMENT CENTER SUBURBAN EMPLOYMENT CENTER EMERGING EMPLOYMENT CENTER PRIMARY ROAD SECONDARY ROAD REGIONAL TRANSIT SYSTEM METRO STATION RED LINE YELLOW LINE ORANGE LINE BLUE LINE GREEN LINE COMMUTER RAIL LINE
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Based on Maps and Data Provided in COG Publication 20078299: Metropolitan Washington Regional Activity Centers and Clusters
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n to lS Al - B dor n ly ri SS Cor ro
national Mall
Ge n to ng hi as W ge or M em or
Arlington Cemetery
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PRIMARY ROAD SECONDARY ROAD TERTIARY ROAD REGIONAL TRANSIT SYSTEM METRO STATION RED LINE YELLOW LINE ORANGE LINE BLUE LINE GREEN LINE COMMUTER RAIL LINE
Jefferson dav
eb er oa d
Alexandria
Figure 1.2.2
0 0
As shown in Figure 1.2.4 (p. 16), the Jefferson Davis Corridor abuts the Aurora Highlands and Arlington Ridge residential neighborhoods to the west, the Pentagon to the north, and Reagan National Airport to the east. Also, the Long Bridge Park/North Tract area to the north and the mixed-use Potomac Yard development to the south are technically within the Jefferson Davis Corridor. Because these places surround and have immediate access to Crystal City, they provide the context for creating a Crystal City plan that
500 600
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respects development impacts, transitions, connectivity, synergy, accessibility, energy use, safety, and economic development within the shared areas. Below is a more detailed discussion of the physical, social, and operational interrelationships between these areas.
Ridge Civic Associations, underscoring the interrelationship and overlap among these neighboring areas.
Pentagon City
The Pentagon City Metro Station Area comprises 234 acres to the west of Crystal City. Pentagon City has easy access to Crystal City as well as Interstate 395, the Blue and Yellow Metrorail lines, and is home to major retail development, including the Fashion Centre at Pentagon City and Pentagon Row. Over time, Pentagon City has redeveloped with a rich mix of office, retail, hotel rooms, and residential units. The recent approvals of the Metropolitan Park Phased Development Site Plan (PDSP) and Pentagon Centre PDSP will enhance the overall development mix in Pentagon City with continued transit-oriented development. Portions of Pentagon City lie within the boundaries of the Aurora Highlands and Arlington
Pentagon
As the headquarters of the U.S. Department of Defense, the Pentagon is located immediately north of the Crystal City Planning Area across Interstate 395. While the Pentagon is the worlds largest office building by floor area, it is also a major transit hub including a Metro station as well as a recently completed major intermodal transit center. Even though it is isolated from Pentagon City and Crystal City by Interstate 395, there are opportunities for enhancing pedestrian connectivity and energy needs among these areas. The federal government has long-term plans that envision more environmentally friendly and sustainable development on its property.
the Pentagon
Tapering down in building heights and scale from Crystal City to the neighborhoods; Potential transportation impacts resulting from planned future development, including the potential for an increase in cut-through traffic on neighborhood streets; Avoiding new street connections between the street grid in Crystal City and the Aurora Highlands and Arlington Ridge neighborhoods; Improving pedestrian and bicycle connectivity to and from Crystal City to allow safe and enjoyable travel to experience the areas increasing amenities; Restaurant Row along 23rd Street S. between Eads and Fern Streets was identified as a major community asset with local businesses that should be preserved or protected; Parking challenges for Restaurant Row retailers need to be addressed; Interest in reinvestment into their neighborhood public open spaces as demands on these spaces are likely to increase with a growing Jefferson Davis Corridor;
Pentagon City
Figure 1.2.3 The Crystal City Planning Area, outlined in red, is a sub-area of the MSA and the primary focus of this planning initiative.
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CRYSTAL CITY PLANNING AREA CRYSTAL CITY METRO STATION AREA
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WeSt Side
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Figure 1.2.4 reinforcing an urban lifestyle with a rich mix of uses, including:
2.1 million square feet of office space; 225,000 square feet of retail space and a grocery store; 1,500 residential units; and 600 hotel rooms.
PotomaC yard
Potomac Yard is envisioned to be a transitand pedestrian-oriented neighborhood,
The proposed development features a transportation network that creates an active and memorable pedestrian environment that is well-connected to public transit. This will be accomplished by providing a street network to accommodate pedestrians, bicyclists and vehicles; a complete network of sidewalks and trails; and a dedicated transitway, to ultimately accommodate a streetcar system. At nearly two acres, the Center Park is envisioned as the grand outdoor room of Potomac Yard and is intended to serve as the focal point of public life there, with public art and opportunities for special events and programs.
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Create Walkable Neighborhoods: walkable communities are desirable places to live, work, learn, worship and play, promote healthy exercise, and are accessible to people of all ages. Foster Distinctive, Attractive Communities with a Strong Sense of Place : Communities and stakeholders should craft a vision and set of standards for development and construction which respond to community values of regional history, architectural quality, and distinctiveness. Make Development Decisions Predictable, Fair and Cost Effective: Development opportunities should be embraced by the private sector. Mix Land Uses: Mixed land uses are a critical component of a pedestrian-friendly place to live. Preserve Open Space, Farmland, and Critical Environmental Areas: Preserved and enhanced natural and man-made open
spaces bolster local economies, safeguard critical environmental areas, protect natural habitat for plant and animal communities, improve quality of life, and focus new growth into existing communities. Provide a Variety of Transportation Choices: Providing choices in transportation for people of all ages is a key component of Smart growth and protecting the environment. Strengthen and Direct Development Towards Existing Communities: Direct development towards communities served by existing infrastructure, in order to conserve open space, minimize development and community costs, and preserve natural resources. Take Advantage of Compact Building Design: incorporate more compact building design as an alternative to conventional, environmentally unsustainable and land consumptive development.
tABle 1.2.3 - PlAnning AreA suMMAry gross AreA AreA oF study ACres squAre Feet
WEST SIDE EAST SIDE TOTAL 103 157 260 4,483,640 6,834,360 11,318,000
Principal edge conditions include the western border with Aurora Highlands, where medium-density mixed-use development rapidly transitions to a lower density, residential neighborhood. The least penetrable edge is to the east side, where Crystal City abuts the wooded CSx railroad right of way and the George Washington Parkway. Principal activity centers include the Metro Station entrance on 18th Street, the retail shops on Crystal Drive between 20th and 23rd Streets, and the area known as Restaurant Row on the west side along 23rd Street. Landmarks include features such as the Water Park along Crystal Drive, the Doubletree Hotel which marks the gateway when entering Crystal City from the north, and the Airport Viaduct in the south end as it crosses over Jefferson Davis Highway en route to the airport.
edge Conditions
A variety of edge conditions define the planning area, as depicted in Figure 1.2.5. To the north, medium density, mixed-use development prevails in close proximity to I-395 and Long Bridge Park. The edge along the Pentagon City Metro Station Area is mostly characterized as medium to high density mixed-use development, with some light industrial usage to be phased out on the Metropolitan Park site that has PDSPapproval for around 2,200 residential units and 300 hotel rooms. The eastern edge is predominately wooded, consisting of the CSx railroad right of way and George Washington Parkway, with Reagan National Airport beyond. The southeastern edge borders the mixed-use Potomac Yard development area. The southwestern edge borders a light industrial and service zone. The western edge along Eads and Fern Streets is where Crystal City abuts the Aurora Highlands single family neighborhood.
site analysis
The Planning Area has many recognizable elements as shown in Figure 1.2.6. These elements fall into five distinct categories: districts, paths, edges, activity centers, and landmarks. The districts represent identifiable geographic areas within Crystal City. Paths represent the principal corridors of movement through Crystal City. Edges are either visual and/or physical barriers or areas with notable changes in character. Activity centers are nodes of concentrated activity within a district. Similarly, landmarks are prominent objects in the landscape, and can assist in navigation and orientation. The dominant element of Crystal City today is Jefferson Davis Highway, which acts both as a path and an edge barrier separating the east and west sides. Due in part to Crystal Citys elongated shape and the strong edge condition along Jefferson Davis Highway, east-west district divisions are much clearer than north-south divisions. The airport viaduct and ramps also create a strong barrier condition that defines the South End district. The circulatory network in Crystal City is characterized by a hierarchy of paths, with Jefferson Davis Highway serving as a primary thruway and regional commuter route. Principal local paths include Crystal Drive, Eads Street, and the cross streets ranging from 12th Street to the north to 23rd Street to the south. Other streets in the northern and southern districts are often less used either because of limited access, poor connectivity, or single direction traffic flow. In many cases, streets are configured as feeder and service access roads, with little or no pedestrian accommodation or connectivity.
redeveloPment oPPortunities
Although Crystal City is mostly built-out under the existing planning and zoning parameters, both near- and long-term redevelopment opportunities may exist within the planning area should additional growth potential be provided. An analysis of potential redevelopment sites is provided in Figure 1.2.7. The diagram also identifies potential new development sites that could be created through the proposed removal of selected inefficient highway ramps or realignment and merging of certain streets (such as Clark and Bell Streets). Additionally, areas with potential as infill sites with good street frontage are also identified. According to property owners, some existing office buildings that are now or soon will be obsolete have also been identified as candidates for demolition and redevelopment within the planning period. This diagram demonstrates the many opportunities for growth in Crystal City through a combination of redevelopment, in-fill development, and development on new sites.
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SINGLE FAMILY RESIDENTIAL TOWN-HOUSE MULTI-FAMILY RESIDENTIAL HIGHWAY MID- AND HIGH-RISE MIxED USE FORESTED BUFFER LOW SCALE INDUSTRIAL/ COMMERCIAL
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redeveloPMent oPPortunities
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ELEMENT EDGE PATH* PATH AS EDGE NEIGHBORHOOD / DISTRICT NODE / DESTINATION LANDMARK
* DasheD Line inDicates unDergrounD concourse
MAJOR
MINOR
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NEW DEVELOPMENT SITE POTENTIAL REDEVELOPMENT SITE BUILDING TO REMAIN
Figure 1.2.6
Figure 1.2.7
0 Crystal City has distinct areas with identifiable characteristics framed by differing edge conditions. There is also a network of paths and streets that connect these areas. A number of landmarks are also identified, which help contribute to the identity of Crystal City. This diagram identifies these various 0 characteristics and their spatial relationship.
1000 500 figure identifies buildings anticipated to remain over the plans0 0 500lifetime, This
possible new sites for development, and likely redevelopment sites within Crystal City. Each site provides opportunities to either stimulate the redevelopment of obsolete building, or to better0 define the edges along 1200 600 600 0 public parks and streets in order to enhance the public realm.
1000 500
1200 600
Figure 1.2.8
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existing Zoning
the majority of low-scale commercial sites available for redevelopment are concentrated in the southwestern portion of the planning area, south of 23rd Street and east of Eads Street. However, based on the latest available figures for projected development potential based on the existing GLUP, approximately 3,200 medium- to high-density residential units, 143,000 square feet of office space, 9,300 square feet of retail space, and 640 hotel rooms could still be constructed, after appropriate rezonings and site plan approvals.
Zoning ClAssiFiCAtions
C-1 C-1-O C-2 CM C-O LOCAL COMMERCIAL DISTRICTS LIMITED COMMERCIAL PROFESSIONAL OFFICE BUILDING DISTRICTS SERVICE COMMERCIAL - COMMUNITY BUSINESS DISTRICTS LIMITED INDUSTRIAL DISTRICTS COMMERCIAL OFFICE BUILDING, HOTEL AND MULTI-FAMILY DWELLING DISTRICTS COMMERCIAL OFFICE BUILDING, HOTEL AND APARTMENT DISTRICTS COMMERCIAL OFFICE BUILDING, HOTEL AND APARTMENT DISTRICTS LIGHT INDUSTRIAL DISTRICTS SERVICE INDUSTRIAL DISTRICTS PUBLIC SERVICE DISTRICTS TWO-FAMILY AND TOWN HOUSE DWELLING DISTRICTS ONE-FAMILY, RESTRICTED TWO-FAMILY DWELLING DISTRICTS MULTI-FAMILY DWELLING DISTRICTS APARTMENT DWELLING DISTRICTS APARTMENT DWELLING DISTRICTS APARTMENT DWELLING DISTRICTS SPECIAL DISTRICTS
C-O-1.5 C-O-2.5 M-1 M-2 P-S R2-7 R-5 RA-4.8 RA6-15 RA7-16 RA8-18 S-3A
For compLete LegenD anD List oF zoning cLassiFications, see arLington zoning map at www.co.arLington.va.us/Departments/cphD/pLanning/ zoning/cphDpLanningzoningoFFice.aspx
Figure 1.2.9
development of multiple possible scenarios for the future of Crystal City, discuss issues and concerns, suggest ideas, and attend and comment on presentations of the several concept plan alternatives that emerged from the charrette.
transportation Walking tour - This event offered the community an opportunity to tour Crystal City and review issues related to traffic, transit, and other transportation issues. regional Partners transportation Working Sessions - These sessions were organized to solicit comments from regional transportation organizations such as Washington Metropolitan Area Transit Authority (WMATA), VRE, Virginia Department of Transportation (VDOT), the Metropolitan Washington Airport Authority (MWAA), National Park Service (NPS) and others whose operations are impacted by the planning effort. task Force transit Subcommittee Due to the complexity of the longterm transit options considered in the planning process, a subcommittee was formed to review options and recommend a final alignment of the planned surface transitway. Community Forums - Held on a periodic basis, these events allowed the community to comment directly on the evolution of the concept plan alternatives and refinements. County Board Work Sessions - These sessions enabled the County Board to assess progress in the planning efforts and provide direction and guidance moving forward. long range Planning Committee After adoption of the Policy Framework and development of a first draft plan, a special process was initiated to conduct a technical review of the plan to ensure completeness and consistency with the Policy Framework.
DAniEl BuRnHAM
Crystal City task Force Meetings More than 30 meetings were held on a regular basis, were open to the public and served as the primary means for presenting and discussing advances in the planning effort. The Task Force efforts were completed with the County Board adoption of the Policy Framework. the Camp out - Field observations were made on a number of weekday and weekend visits at different times of the day. Observations and assessments were made on the level and intensity of activity on the streets and in the restaurants, shops, Underground, and parks and open spaces throughout the course of a typical week. the Crystal City Walking tour - This event offered the public an opportunity to walk the neighborhood with the project team. The event allowed participants to identify what they did and did not like about Crystal Citys existing environment, and suggest changes for the future. Stakeholder Meetings - These meetings were held throughout the process to gather information on potential development and redevelopment opportunities and to discuss in detail the concerns of individual stakeholders in the community. Principal among these were resident groups, property owners and developers, office and retail business representatives, and representatives of commissions, federal and state agencies, and other entities with some jurisdictional stake in the process. the Community Charrette - This week-long event gave the community an opportunity to observe the
Collectively, these events have provided the community with multiple platforms to explore issues and ideas associated with a plan for Crystal Citys future. In addition, all events, updates and information were posted and advertised on a County website available throughout the process. As a product of this process, the Crystal City Sector Plan provides all stakeholders of Crystal City with a vision of what their community wants to achieve, as well as a standard by which all future development proposals can be evaluated.
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kind and balance of uses described in the plan; Amend the Zoning Ordinance to implement the plan; Amend the Master Transportation Plan and other master planning documents used to guide transportation planning efforts county-wide; Evaluate private development proposals for consistency with the vision of the Master Plan; Recommend public use easements and/ or the acquisition of property for public use within the planning area; Include the Crystal City area for a potential district energy scale project in the forthcoming Arlington County Community Energy Plan.
and infrastructure proposals. Chapter Four includes a description of the anticipated next steps and implementation recommendations, which are followed by appendices and a glossary of terms used throughout this document. Among the materials included in the appendices are several documents and resolutions that were included in the County Boards action to adopt the Crystal City Sector Plan in September 2010. In particular, the September 28, 2010, document titled, Board Guidance for the Implementation and Elaboration of the Crystal City Sector Plan includes the Boards affirmation that the Goals and Objectives of this plan articulate their vision for a rebuilt Crystal City, and provides additional guidance on several specific areas of the plan (See Appendix 3). To the extent that the Board guidance differs from recommendations in the Sector Plan, the wording and intent of the Board Guidance shall govern.
Amend the General Land Use Plan (GLUP) to reflect changes in both the
Chapter Two presents the Policy Framework, which includes the Vision Statement, Goals and Objectives, and Policy Directives. Chapter Three presents the Master Plan, as well as a set of urban and architectural design guidelines to inform public and private development
Community Forums
2. Policy Framework
Crystal City will beCome a Complete Community where one may grow up and grow old. it will offer the ability to live-out every stage of life, a plaCe to experienCe Childhood, enjoy the aCtivities of a young adult, work, raise a family, and live Comfortably and seCurely in later years.
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Well-defined public and complete streets that provide equally for traffic and pedestrians, and are great places to experience; Very high quality public parks that are accessible to all; Vibrant street-level retail throughout Crystal City to attract and serve residents, workers and visitors alike; The calming and humanizing of Jefferson Davis Highway with expansive landscaping and attractive building frontages along its edge; Fully integrated and accessible multi-modal transit that links neighborhoods and communities within Crystal City and beyond; and A full mix of uses typical of a complete, urban community.
to accommodate more residents as the region continues to grow increasingly compel change within Crystal City. The absence of any coherent, proactive plan for Crystal City could result in a decline of urban form and quality of life. The principal intent of the Crystal City Sector Plan is to explore how change and growth should take form. This vision anticipates growth, meets the demands of an evolving marketplace, and seeks to preserve the best qualities and features of the existing urban fabric while minimizing disruptions to residents. Above all else, it seeks to utilize this unique opportunity to revitalize Crystal Citys urban environment for the benefit of all who live and work there now, as well as in the future. Crystal Citys existing assets and potential for sustainable growth are nearly unparalleled in the region. Its close proximity to the Potomac River overlooking the monuments of the national mall ideally position Crystal City to continue as one of Arlington Countys principal transitoriented urban centers. Adjacent to Reagan National Airport and featuring highly used transit stations for Metro and the Virginia Railway Express, Crystal City today possesses one of the highest transit modal shares in the nation with extensive links to the Washington Metropolitan Area . Furthermore, Crystal City offers a mixed-use environment of existing office, hotel, residential, and retail buildings near the heart of the nations capital, and is well positioned to improve and grow with expanded transit options. This vision builds on these successes in transit and urban form by introducing a new surface transitway system that will offer greater connectivity and accessibility to neighborhoods and communities in and around Arlington County. A key feature any vision should explore is how to use existing and proposed buildings to better frame and give definition to streets and public spaces as places of shared civic use. A first priority is to create active streetscapes that promote pedestrian use, foster increased retail activity and growth, and generally create a sense of place in an urban setting. This sense of place will be further strengthened by providing distinct neighborhoods with high-quality sustainable architecture, and additional civic, cultural, recreational, and community amenities which feature public art and are both attractive and safe. In the future, landscaped streets and sidewalks, bicycle lanes and trails, interior public walkways connecting to transit, walkways and streets lined with bustling restaurants, local and national retailers, cultural venues and neighborhood services will all enliven Crystal City and provide for an active public realm. This statement and the following Goals and Objectives have guided and directed planning efforts, and will empower all participants to evaluate through the lens of a shared vision the many plans and proposals that will be presented to the Crystal City community, both now and in the future.
This vision is by no means guaranteed in the absence of a deliberate effort to make it happen. Forces such as BRAC and the associated loss of tenants, the replacement of aging office buildings, an ever expanding demand on transportation infrastructure, and the need
Policy Framework
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Crystal City will comprise a vibrant mix of housing, office, retail, hotel, cultural, and civic uses. This will be a place full of life in daytime and nighttime hours where people will want to see and be seen. Crystal City will become a complete community where one may grow up and grow old. It will offer the ability to live-out every stage of life, a place to experience childhood, enjoy the activities of a young adult, work, raise a family, and live comfortably and securely in later years. Within this plan, one might envision a young couple meeting a group of friends after work for drinks, a light dinner and to watch the Nationals baseball game on TV, before walking to a local nightclub to listen to live music into the late hours. At the same time, a retired couple living in a new apartment overlooking the Potomac River, might be slowly strolling by all the new storefronts along Crystal Drive as workers and area residents pass by along the street. This couple eventually sits down to a wonderful dinner before going to one of the local black-box theaters to see the opening of a locally written play. In this vision, Crystal City has become one of the vibrant urban centers of a thriving Arlington County.
1. Create a HigH Quality PubliC realm tHat StrengtHenS tHe SenSe of PlaCe.
Provide attractions and/or amenities in the interior walkway system and along streets to stir interest and to encourage an active round-the-clock street life, such as public art, streetscape furniture, wayfinding, retail and cultural venues.
Coordinate the public realm so that the street system, transit system, sidewalks and interior walkway system, and a variety of public open spaces work together to establish the framework around which redevelopment shall occur. Improve the urban form and pedestrian experience while enhancing streetlevel activity and connectivity for all users by designing smaller, tree-lined neighborhood blocks. Target existing underutilized paved spaces for consolidation into development sites before impacting existing green spaces. Increase the amount of high-quality, accessible and usable public open space in Crystal City. Create a variety of accessible public spaces that are strategically phased and located throughout Crystal City. These public spaces should be appropriately sized, designed, and programmed to attract, serve and support the anticipated population of residents, workers, and visitors including their recreation, leisure, social and cultural needs. Acknowledge residual open spaces between buildings for their ability to provide visual relief and a calming influence. Establish at least one primary, centrally located public space that can serve as the heart of Crystal City and a venue for significant, programmed community events. Integrate cultural venues with public spaces, streets, and interior walkways in an effort to increase visibility and accessibility, create synergy between uses, and increase pedestrian activity levels overall.
Create new buildings where the base of at least one or two stories relates to the street level and the top creates a meaningful connection to the sky. Use wide expanses of glass for the base of building retail spaces to promote street activity. Use building massing and elevations to create and frame the public realm and to preserve and enhance views from within the public realm. Create distinct and defined block edges. Provide a meaningful and careful transition from the core of Crystal City to the adjacent single family neighborhood. Establish identifiable landscape, public art, or architectural features at gateway locations between Crystal City and adjoining lower-density residential neighborhoods.
2. Provide a mix of uSeS by balanCing offiCe, reSidential, retail, Cultural, and CiviC uSeS among Several defined neigHborHood CenterS.
Define Crystal City by its neighborhoods, including the northern neighborhood, the central Metro station district, the entertainment district along Crystal Drive, and the hotel district to the south. Create a more even balance between residential and office uses and daytime and evening populations, and maintain an economically sustainable hotel base. Improve the availability of primary elements of daily living within Crystal City. Create a thriving Class A office environment. Provide a mix of housing options to accommodate households with differing income levels, family composition, and accessibility requirements. Provide varied cultural and civic facilities and uses (such as theaters, emergency service facilities, health care, day care, urgent medical care, meeting spaces, etc.) for all age groups, and strategically locate them near transit centers, public spaces, and restaurants to promote those venues and help define neighborhood centers. Encourage a diverse mix of retail spaces, including grocery stores, to maintain and attract local retail and neighborhood services in addition to major and national retailers. Create a safe environment for all by mixing uses, programming activities in public spaces and through design techniques that foster social activity, interaction, and visibility.
Improve transportation and landuse connections within and beyond Crystal City through transit-oriented development. Enhance Crystal Citys transit orientation with new and better transit services and facilities designed to meet the future needs of Crystal City, and to further encourage residents, workers, and visitors to select transit over personal vehicles. Enhance Crystal Citys multimodal transportation infrastructure by designing transit facilities as integral architectural elements and improving overall transit, pedestrian, and bicycle access and connectivity. Provide high quality surface transit service that has travel times competitive with private automobiles, attracts riders, reduces automobile dependency, and limits roadway congestion.
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Enhance the urban quality of Crystal City by strengthening the urban street grid. Create a hierarchy of streets to facilitate automobile, transit, bike, and pedestrian use. Create vibrant, pedestrian oriented streets through the better use of sidewalks, streetscapes, and open space areas to improve space for pedestrians, bicyclists, parking, and transit. Transform Jefferson Davis Highway (Route 1) into an asset of the overall multimodal transportation network. Supply appropriate parking to support a vibrant mix of uses while discouraging unnecessary single occupancy vehicle use. Maximize the use of all parking resources through measures such as Transportation Demand Management (TDM). Maintain and improve connections to the interior walkway system both vertically and horizontally as development occurs while maintaining its connectivity to Metrorail and creating linkages to transitway stations. Enhance the utility and safety of the bicycle network as part of the Crystal City transportation network. Provide better connections to Reagan National Airport and the surrounding regional transportation network. Provide comprehensive wayfinding for all users.
and the regional environment (climate change, Chesapeake Bay protection, air quality). Design and build new buildings to meet county policies on sustainable development.
Promote public/private partnerships for achieving community enhancements. Provide assistance to property owners, tenants, and small businesses during the BRAC transition and Crystal City redevelopment. Maintain and encourage a robust hotel environment at Crystal City. Recognize the importance of Reagan National Airport and the key elements of its economic viability in the long-term sustainability of the county. Strengthen Crystal Citys competitive edge with other close-in jurisdictions and localities in the Washington, D.C. region in attracting and retaining private sector users of Class A office space. Acknowledge and respect Crystal Citys existing populations during redevelopment activities and minimize any associated potential negative impacts to their quality of life.
Taper buildings up in scale and height, west to east, from Fern Street to Eads Street between 18th and 23rd Streets, so that buildings along the east side of Fern Street are compatible in scale and form and have stepbacks that respond appropriately to the single-family homes on the west side of Fern Street. Taper buildings up in scale and height, west to east, across Eads Street between 23rd Street and Fort Scott Drive, so that buildings along the east side of Eads Street are compatible in scale and form and have stepbacks that respond appropriately to the single-family homes on the west side of Eads Street. Provide improved pedestrian, bike and other connections between Crystal City and adjacent single-family neighborhoods, to help reduce the barrier effect of Jefferson Davis Highway. Direct traffic to major arterials and multi-modal network elements, and avoid street designs that increase cut thru traffic into adjacent single-family neighborhoods.
5. inCorPorate SuStainable and green building PrinCiPleS into all urban and arCHiteCtural deSign.
Consider environmental sustainability and overall energy efficiency as integral parts of all aspects of building design and development. Design buildings and neighborhoods using the best available technologies and processes feasible to protect the local environment (stormwater quality, waste reduction, heat island reduction)
To the extent possible, plan at the block level or in increments of multiple blocks in order to realize a balanced mix of uses accompanied by sufficient open spaces and service and cultural uses. Create a vision plan which ensures that new development can be economically viable. Provide flexibility to phase development to meet market conditions, support timely redevelopment of properties most impacted by BRAC, encourage
Policy Framework
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LU 1) Ensure ample and diverse opportunities for work, recreation and entertainment within Crystal City to create an active, 18-hour per day street life. Crystal City will be an economically and socially vibrant neighborhood, supporting a healthy mix of residents and visitors seven days a week. LU 2) Attain an ultimate build out in the Crystal City Planning Area with more residential than office Gross Floor Area (GFA) to reach an evening population at least half the daytime population and to steadily improve the resident to employment balance. LU 3) Establish recommended land uses for each block in the Crystal City Planning Area as shown on the Land Use Map to guide actual use mixes proposed within block-level Phased Development Site Plans. Recommend some blocks to have specific minimum percentages for certain land uses, as outlined on the Land Use Map. (See page 103) LU 4) Designate specific areas in Crystal City for ground floor retail uses that are accessible from sidewalks, the interior pedestrian concourse, or both, as shown on the Retail Frontage and Interior Pedestrian Concourse Map, and strategically locate interior retail to not detract from street level retail areas. (See page 107) LU 5) Engage critical County service providers and stakeholders, such as police, fire, schools and emergency response services, in planning for and implementing the infrastructure necessary to accommodate future demand for service provision as Crystal City grows. LU 6) Create tools and incentives to establish a strong presence of desired cultural and community-oriented facilities (such as theaters, large format grocery stores, day care and medical facilities) in the core of Crystal City.
B 4) Undertake future study (as needed) to develop alternative physical planning parameters for achieving planned densities should the FAA determine that currently planned heights are not feasible for airport operations. B 5) Establish maximum building tower coverages, measured above the fifth floor, for all blocks within the Crystal City Planning Area, as shown on the Tower Coverage Map. (See page 99) B 6) Require minimum horizontal separation of 60 feet between building towers above the fifth floor to ensure light, air, relief, and respite to outdoor and indoor spaces. B 7) Apply bulk/plane height controls, as shown in the Bulk Plane Angle Map, near identified parks and plazas to limit shadows on and ensure natural daylight to such spaces. (See page 97)
herman kahn
denSity (d)
D 1) Establish base densities for each block in the Crystal City Planning Area, as shown on the Base Density Map. (See page 93) D 2) Allow for optional increases over the base density (as shown in the 2008 GLUP) within the maximum building height limits on sites in Crystal City, in return for extraordinary community benefits outlined in this plan, at the County Boards discretion. D 3) Utilize a tear-down credit (or similar mechanism) to encourage redevelopment that furthers Crystal City Planning goals and achieves public improvements, while retaining overall economic feasibility by recognizing the significant cost of demolishing existing major assets.
P 1) Provide, at a minimum, all public open spaces as indicated on the Public Open Space Map in accordance with the general size outlined in the Open Space Inventory Table on the map. (See page 79) P 2) Address the displacement of existing public open spaces by concurrently providing comparable or enhanced spaces, either through development of new park sites or through improvements to existing open spaces along with public easement dedications. P 3) Allow low-scale infill development on the existing open space in front of 2121 Crystal Drive only after the Center Park on Block J-K is realized. P 4) Establish County control over all public open spaces shown on the Public Open Space Map through either public dedication/acquisition or public-use and access easements set in perpetuity. P 5) Increase tree canopy coverage in Crystal City by meeting or exceeding
B 1) Establish build-to lines for the Crystal City Planning Area along the perimeter of development blocks as demarcated on the Build to Lines Map. (See page 47) B 2) Establish absolute maximum building heights (in feet) for all blocks in the Crystal City Planning Area, as shown on the Building Heights Map. (See page 95) B 3) Require proposed development projects in Crystal City to submit their projects for review by Federal Aviation Administration (FAA) when they file a site plan application with the County, and secure notice from FAA that the
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the most current applicable goals in the Countys Urban Forest Master Plan (and in no case below existing levels of tree canopy coverage), and by strategically installing street trees, where feasible, in areas where redevelopment is projected for later phases.
for pedestrians, bicyclists, motorists, and transit users during all phases of construction throughout Crystal City, including in the interior pedestrian concourse.
those who work in Crystal City have affordable opportunities to live there; households of various sizes, composition, and accessibility requirements are accommodated.
P 6) Achieve dedicated publicly accessible tree-lined pedestrian routes through large urban blocks that provide for safe and attractive passage and connectivity between buildings.
T 6) Maintain an interior pedestrian concourse from 12th Street to 23rd Street, as shown conceptually on the Retail Frontage and Interior Pedestrian Concourse Map that extends the reach of transit, provides frequent connections to sidewalks, and is adequately flexible to permit creative design solutions for new development. (See page 107) T 7) Locate and consolidate building loading and service access points to secondary and tertiary streets and alleys where feasible, as recommended in the Services and Loading Map. (See page 111) T 8) Implement the proposed alignment and enhanced surface transit technology (streetcar), as shown on the Surface Transitway Map, and design stations as integral elements of the built environment. (See page 57) T 9) Establish additional access points to the Crystal City Metro Station in the vicinity of the Crystal Drive and 18th Street intersection. T 10) Create a multi-modal transfer area in the short-term on 18th Street under Jefferson Davis Highway, while working to integrate long-term future development adjacent to the existing Metro Station entrance with an enhanced multi-modal transfer facility situated at the ground floor. T 11) Establish near-term parking ratios for new projects that range from a maximum of 1 space per 750sf and/or a minimum of 1 space per 1,000sf for office uses and between 1 and 1.125 spaces per residential dwelling unit (or apply the Countys most current parking management policies), while maximizing the sharing of parking space by various users and addressing shortterm visitor and retail parking needs in Crystal City. T 12) Apply Transportation Demand Management (TDM) measures that reinforce the use of a smaller parking supply. T 13) Develop a plan to ensure that conditions are created to unify Crystal City into a single, seamless community by sufficiently and effectively finding mechanisms for pedestrians, vehicular traffic, bicycle traffic, transit, and commerce to flow over, under, or in some other way not be impeded by the Jefferson Davis Highway.
H 3) Maximize a stock of committed affordable housing within Crystal City. To the extent that a developers affordable housing commitment is not met by providing such housing within the Crystal City Planning Area, work to ensure that such housing is provided as close to Crystal City as feasible. H 4) Apply the Affordable Housing Ordinance and create special provisions for increased Zoning Ordinance density that achieve up to 20 percent of Gross Floor Area (GFA) above the 2008 GLUP as committed affordable dwelling units, to increase Crystal Citys affordable housing stock, and allow affordable dwelling units to be provided in new or existing buildings. H5) Leverage existing and potential future tools to add a total of between 550 and 1,200 committed affordable housing units in the Crystal City Planning Area by 2050.
S 1) Reach, at a minimum, operational carbon neutrality in Crystal City through actions such as energy efficiencies, maximizing vegetated areas, comprehensive water and stormwater management planning, efficient use and conservation of all resources, and provision of exceptional access to transit, in order to align with County goals and to enhance its overall economic and environmental position in the region. S 2) Uphold the Countys then current highest and best environmental sustainability standards for all projects, including renovation and redevelopment projects throughout Crystal City. S 3) Design, construct, and manage all public and private spaces, streets, infrastructure, and buildings to help the Crystal City Plan meet selected certification standards under the United States Green Building Councils (USGBC) LEED Neighborhood Development program.
tranSPortation (t)
T 1) Address and manage the Crystal City multimodal transportation system to accommodate future planned growth in the area. Ensure that such system meets the needs of residents to travel from Crystal City for work, pleasure, and other reasons; that individuals working but not residing in Crystal City can easily and economically travel to Crystal City via transit, pedestrian and bicycle thoroughfares, and other transportation modes; and that others can also easily access Crystal City for business, visiting residents, entertainment, recreation, shopping, etc. T 2) Establish a revised street network for Crystal City as shown in the Street Network and Typology Map, in accordance with and to be reflected in the Countys Master Transportation Plan. (See page 51) T 3) Expand County control over all streets and rights of way through public ownership, dedication, or public-use easements set in perpetuity. T 4) Improve the safety and quality of pedestrian travel by providing elements such as sufficient sidewalk clear zones, adequate space for street trees and landscape elements, and reduced pedestrian crossing distances. T 5) Maintain continuity and safety and minimize temporary disruptions
I 1) Develop financing tools beyond traditional community benefit to pay for infrastructure and other public improvements essential to the spirit of the illustrative plan in recognition of (1): the transformational nature of the Crystal City redevelopment plan; (2): the limitations of developer contributions due to the high cost of demolitionreplacement projects; and, (3) the need to implement the enhanced surface transit (streetcar) at the beginning of the redevelopment process. I 2) Review future redevelopment activities in Crystal City at a Phased Development Site Plan (PDSP) level, in accordance with the block boundaries outlined in the Build-To Lines Map, either prior to or concurrent with final site plans to ensure overall feasibility of achieving major plan improvements.
H 1) Increase the committed affordable housing stock in Crystal City by developing implementation tools that encourage the provision of on-site or nearby off-site affordable units. H 2) Develop implementation tools to ensure a housing mix with a sufficiently broad range of sizes and price points such that:
Policy Framework
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this master plan is a Compilation of an illustrative ConCept plan, framework poliCies, design and poliCy diagrams, and other desCriptive elements that together frame a vision for the future of Crystal City.
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3.1 introduction
In the following pages, the final Crystal City Master Plan is illustrated and described. It should be noted that many of the illustrations and diagrams are representational in nature and do not recommend or direct specific detailed designs for any given site.
The Crystal City Master Plan details the envisioned future of Crystal City. It includes an Illustrative Concept Plan, relevant maps, and other elements to guide the future development and revitalization of Crystal City. The Master Plan also includes planning recommendations for land use, transportation, public open space, sustainability and green building practices, density, affordable housing, program, and other topics that address urban design and public policy decision-making.
employed incrementally as the phased realignment of Clark-Bell Street allows. A new multimodal transfer area in the vicinity of the existing Metro station entrance is also recommended to provide clear and efficient transfers for users among various modes of transit;
4 Center Park - A new, two-acre central park, programmed for active use, which will be the principal gathering space for the entire community. Concerts, festivals, pick-up games, and family picnics are just a few of the activities anticipated for this park;
5 Metro Market Square A new plaza located along 18th Street between Crystal Drive and Clark-Bell Street will provide a retail destination in the heart of Crystal City, with visual and pedestrian connections to the multiple transit options of Metro, bus, VRE, and future transit; 6 National Circle at 26th Street Replacing the existing highway access ramps to Reagan National Airport, this new traffic circle will establish a dramatic gateway to the airport and to Crystal City from the south that is both functional and symbolic, permitting uninterrupted through traffic flow along Jefferson Davis Boulevard while retaining the boulevard edge crucial to a successful urban avenue;
7 Water Park While an existing feature, the Water Park on Crystal Drive between 18th and 15th Streets will be retained and enhanced as a community focal point. Possible improvements include retail programming along the parks edges as well as improved connections to the VRE station and the Mount Vernon trail connector; 8 Market Plazas - New squares are planned along Clark-Bell Streets intersections with 23rd Street and the new 25th Street. They will be neighborhood gathering places- a spot to meet friends, shop, have coffee, or dine al fresco at a local caf; New Neighborhood Parks (unlabeled) Several new or modified neighborhood parks are proposed, including the new 15th Street Park, a reconfigured park on Crystal Drive at the intersection of the new 25th Street, and others at 12th and Clark Streets, 22nd and Fern Streets, and at 27th Street and Jefferson Davis Boulevard. As part of the overall open space network, all dwelling units and commercial buildings will be within a 3 minute walk of a public open space.
Creation of clearly defined and well connected streets lined with cultural and retail uses. A vibrant and cohesive street environment would be created by introducing build-to lines, a diverse mix of uses, and well-defined building envelope standards; Improved pedestrian, transit, bicycle, and vehicular connectivity and circulation throughout the planning area; Increased quality, accessibility, and quantity of parks, plazas, and other public open spaces and places; Emphasis on near-term introduction of public parks and cultural amenities, while providing flexibility in development phasing.
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The plan proposes a number of unique new features for Crystal City, including:
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1 Jefferson Davis Boulevard Today Jefferson Davis Highway divides Crystal City into two distinctly separate areas. The plan maintains the capacity of this major transportation corridor yet unites the two sides of Crystal City by creating a central boulevard lined with wide sidewalks with large street trees, active building entrances, and amenities one would expect on a major urban street; 2 A New Clark-Bell Street Clark and Bell Streets are merged to form a new north-south street between Jefferson Davis Boulevard and Crystal Drive. This street will substantially improve traffic performance of intersections at 20th and 23rd Streets with Jefferson Davis Boulevard, and will create several new street addresses on underutilized land;
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3 Surface Transitway A new surface transitway alignment and system will offer enhanced connectivity within and beyond Potomac Yard and Crystal City, with connections to Columbia Pike and the Pentagon City and Braddock Road (Alexandria) Metro stations. The transitway alignment would be
The introduction of these features within the plan will be phased and coordinated on an on-going basis. As market conditions support specific building projects, the plan will provide a guide for coordinating the construction of new streets, open spaces, civic and cultural venues, and other amenities.
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View East at 15th Street Garden Park As one of Arlingtons eight Metrorail Station areas, Crystal City can be understood and envisioned as a collection of six identifiable districts. The Illustrative Concept Plan (Figure 3.2.2) includes a depiction of the areas pertaining to each of the six districts: Northeast Gateway, Central Business District, Entertainment District, South End, Northwest Gateway, and West Side. The narrative that follows presents a detailed overview outlining the plans key recommendations within each district.
tranSPortation
The intersection of Clark Street and 15th Street is reconfigured to permit northsouth, two-way vehicular travel through the intersection. The introduction of two-way traffic flow is proposed on Crystal Drive north of 15th Street. North of 12th Street, a proposed new street would provide better connectivity to 10th Street, helping to strengthen the urban grid. As a long term vision, the current Jefferson Davis Highway ramps are reconfigured as center-inboard ramps, reducing their effective footprint and allowing new buildings and sidewalks along Jefferson Davis Boulevard.
Annotated Plan Legend 1 Gateway Park This park will provide active and passive recreational opportunities and will include a trail that connects Long Bridge Park and Crystal City, near Crystal Drive and 12th Street. 2 15th Street Garden Park This is a passive picturesque park located in the heart of the mixed-use community at 15th Street between Clark-Bell and Crystal Drive. 3 10th Street Connection This new connector street will link 10th and 12th Streets and provide a direct connection to development north of 12th Street and to the west. 4 New Clark-Bell Street This new north/south street offers improved pedestrian, vehicular and transit circulation throughout Crystal City and will provide needed relief to cross street intersections at Jefferson Davis Boulevard. 5 Jefferson Davis Boulevard Jefferson Davis Highway will be modified into a six-lane boulevard with landscaped sidewalks and median making it a unifying feature of Crystal City. 6 New Ramps at Jefferson Davis Boulevard By relocating ramps to the middle of Jefferson Davis Boulevard, new buildings will be able to front directly onto the boulevard, creating a grand tree-lined urban boulevard.
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Aerial View view of Center Park and 18th Street Metro Market Square
improved access to the underground level retail and subsequently the Metro station itself. Additional major transportation improvements include a new multi-modal station near Clark-Bell and 18th Streets, that would connect Metrorail with the surface transitway, commuter and local buses, and pedestrians and bicyclists. In terms of additional streets, the evaluation of a shared, managed space between the Metro Market Square and buildings on the north side of the space should occur at the PDSP level, based on specific phasing and operation conditions. If such a space is deemed appropriate at that time, it should be primarily for front-door drop-off and pick-up and short-term delivery, but should not be used for access to parking garage entrances or building service areas or similar purposes.
Street edge will contribute to the aesthetic and visual interest of the space. Over time, this district and these open spaces will take on an image as the heart of Crystal City.
Annotated Plan Legend 1 Center Park As the centerpiece of Crystal City, this park will function as an active focal point for surrounding activities. 2 Metro Market Square This will celebrate the existing and future second entrance to Metro and will be a retail oriented square with market structures for fairs, carnivals and farmers market activities. 3 Multi-Modal Station A new multi-modal station directly connects Metro to the transitway, commuter and local buses, and pedestrian and bicycle networks. 4 New Metro Entrance A new entrance to Metro is proposed at the east end of Metro Market Square providing direct access to the station from Crystal Drive and the VRE. 5 Water Park While the general configuration and features of the park will be preserved, activating program features will be added to both the northern and southern edges. The northern edge will be enhanced with improvements to the VRE station, including a possible lining of retail facing the park. The southern edge might include improvements such as a public or privately operated bicycle storage, rental, and retail center. 6 Connections to VRE Additional development at the VRE Station will allow for commuter connections to civic and retail uses, and covered connections to Crystal Drive and the future Metro Entrance. 7 Jefferson Davis Boulevard Jefferson Davis Highway becomes a six-lane boulevard making it a more unifying element of the Crystal City public realm.
tranSPortation
With the convergence of the existing and proposed public transportation components in Crystal City (Metro, transit, VRE, bus, carpool), this location is optimally positioned to support additional commercial density. As the existing Metro Station entrance will be retained, a second entrance to the Metro station is envisioned in the proximity of 18th Street and Crystal Drive. While the ultimate vision calls for access to the second Metro Station entrance from east and west of Crystal Drive, nearer-term access improvements to the station can be made as part of the Metro Market Square project by providing
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portions of the Crystal Plaza apartment buildings are removed to provide the land needed for the new street alignment. While this is the preferred approach, an alternative strategy that may be considered includes realigning Clark-Bell Street through the apartment buildings, by removing one or two floors of habitable space above the realigned street. Under this alternative approach, building form and massing for new development on this block between Clark-Bell Street and Jefferson Davis Boulevard must be carefully composed in order to ensure adequate permeation of daylight and air in this area.
Annotated Plan Legend 1 23rd Street Plaza This active retail plaza with benches, a fountain, caf seating, civic art, and landscape will be the heart of the 23rd Street retail spine. 2 25th Street This new east/west street will divide the superblock into smaller pieces to increase connectivity and pedestrian accessibility. 3 New Clark-Bell Street - This realigned north/ south street allows greater pedestrian, vehicular and transit circulation and will provide needed relief to cross street intersections at Jefferson Davis Boulevard. 4 25th Street Plaza This plaza will provide a central pedestrian gathering space within the new multi-block configuration between Crystal Drive and Jefferson Davis Boulevard. 5 Crystal Park A recreational park created at the terminus of the new 25th Street will provide residents and workers an area for active recreation at the south end of Crystal City. 6 Mid-Block Parks These small neighborhood parks will provide pathways to connect neighborhoods while also inviting people to slow down to view unique landscaping and park elements.
tranSPortation
A substantial realignment of Clark-Bell Street is proposed, which will create new sites for development along Jefferson Davis Boulevard. Between 20th and 23rd Streets, the plan envisions that the western most
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City, between Crystal Drive and Jefferson Davis Boulevard will be preserved, with proposals to enhance its appearance and accessibility to the public. Improvements could include new landscaping, particularly the planting of trees, and the addition of walkways and seating areas. The reconfiguration of 27th Street will permit the creation of a new public open space at the southeast corner of 27th Street and Jefferson Davis Boulevard. This open space should possess a high public profile, with active landscaping, seating areas, and opportunities for public art. One block to the north, the plan proposes another public open space between the realignment of Clark-Bell Street and Jefferson Davis Boulevard. This open space will provide an important pedestrian link between the Boulevard and Clark-Bell Street just south of the proposed National Circle. Annotated Plan Legend 1 National Circle This prominent new feature will not only provide an exciting new entrance to the airport, but will improve pedestrian circulation along Jefferson Davis Boulevard, creating a connection between the blocks north and south of 26th Street. The removal of the side ramps associated with the overpass will provide additional development sites, by virtue of the simpler configuration of the traffic circle. 2 Clark Street Realignment The alignment of S. Clark Street has been adjusted in the block south of 26th Street to improve potential development sites along Jefferson Davis Boulevard and provide a new green space in the block. 3 27th Street Realignment The segment of 27th Street between Crystal Drive and Jefferson Davis Boulevard will be realigned to provide a more regular block configuration and improve the efficiency of the intersections at both ends. The open space will be consolidated into a more usable space at the northwest corner of the south block.
This district includes the blocks at the southern-most tip of Crystal City east of Jefferson Davis Boulevard. It includes the two blocks just north of 26th Street created by the construction of the proposed 25th Street, as well as the sites across Crystal Drive just south of the proposed Crystal Park. Below 26th Street, it includes the two remaining blocks of the east side planning area, which begin the transition to the Potomac Yard neighborhood to the south. The district today mostly consists of office and hotel buildings. One new multi-family building, the Concord, is bringing more residential use into the mix. New development sites made available in the plan propose more residential buildings be provided in the district, with the objective of creating a better balance of uses within the combined South End/North Potomac Yard district.
tranSPortation
An important, yet very long-term new feature of the district will be National Circle, the reconfiguration of the airport access ramp, providing improved pedestrian circulation across 26th Street along Jefferson Davis Boulevard. Additional road improvements include the realignment of S. Clark Street south of 26th Street to recover development sites along Jefferson Davis Boulevard, and the realignment of 27th Street between Crystal Drive and Jefferson Davis Boulevard. Another significant feature will be the entry of the transitway into Crystal City along Crystal Drive, with two proposed stops, one adjacent to the EPA Building, the other at the intersection of the proposed 25th Street.
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The street network in this district will remain largely unchanged. However, two important transportation improvements will occur. In the near-term, 12th Street will be reconfigured to accommodate the transitway, with travel in both directions. Just beyond the planning area boundary across Eads Street, it is anticipated that 12th Street will be extended between Eads and Fern Streets. As a long term vision, the south-bound exit ramp from Jefferson Davis Highway will be removed and replaced as part of the center-inboard ramp configuration. Finally, a duplicate segment of Eads St. near the Army Navy Drive intersection would be vacated to simplify the roadway network in this location, and to facilitate a new development opportunity to define that corner.
The Northwest Gateway district includes the two blocks north of 15th Street, and is bounded by the current Jefferson Davis Highway to the east, Eads Street to the west, and Army-Navy Drive and I-395 to the north. Most of the buildings on these two blocks are residential, with some hotel and office buildings, and a small amount of ground floor retail. The Concept Plan envisions all of the existing residential and hotel buildings remaining in place through the planning period. The potential for redeveloping existing structures at two sites is identified in the plan, one at the northwest corner of the northern block (currently occupied by an office building), the other located at the northeast corner of the south block, presently occupied by a freestanding garage structure. The block also includes two potential infill sites. One is located adjacent to the office building identified above as a potential redevelopment.
Public Open Space improvements include a commitment to preserve the existing open space located at the southeast corner of Eads and 12th Streets. Creative landscaping and benches will make the park more inviting for small groups to gather or for workers to enjoy during their breaks.
redevelopment, with a tapering strategy that steps-down height from the Jefferson Davis Boulevard frontage to three-story heights along Eads Street. At the very southern end, parcels under current County ownership are currently used to accommodate the ART operations center, a use which is anticipated to continue into the future.
the potential to interconnect open spaces between the existing Eads Park on the west side to the proposed park directly across Jefferson Davis Boulevard south of 27th Street. Annotated Plan Legend 1 Infill Frontage As a long-term objective, the removal and reconfiguration of the highway on/off ramps at 15th Street will create an infill opportunity to provide building frontage along Jefferson Davis Boulevard with sidewalks and building entrances. 2 22nd Street Park This new park will provide neighborhood serving recreational facilities. 3 Restaurant Row While the Master Plan anticipates only some near-term infill development on the blocks immediately north and south of 23rd Street, the plan provides a long-term vision to ensure that the scale and density of any future development is appropriate for the surrounding neighborhood. 4 23rd Street Intersection As part of the general reconfiguration of the intersection at Jefferson Davis Boulevard, some modification to the western side of the intersection can be anticipated to improve the intersections performance and reduce traffic congestion. 5 Pedestrian Connections A series of open spaces are proposed for the blocks south of 23rd Street that will provide connections between the neighborhoods within a park setting. These small parks will be designed with interactive park elements and seating for residents to enjoy between Eads Street and Jefferson Davis Boulevard. 6 Removal of Highway Ramps As a long-term vision, the removal of the highway ramp as part of the National Circle reconfiguration will provide an opportunity to create new building sites on the land between Eads Street and Jefferson Davis Boulevard. 7 New Park A new park is provided near the intersection of Fort Scott Drive and Eads Street. The park will include active recreational facilities that will be selected to compliment facilities in Eads Park and will include paths, shade trees, and seating.
tranSPortation
The West Side will benefit from many of the street and intersection proposals in the Master Plan. Creating complete streets throughout the district, which will accommodate pedestrians, bicyclists, bus riders, and motorists, is an important objective. Improvements to the configuration of intersections along Jefferson Davis Boulevard, particularly at 20th and 23rd Streets, will relieve traffic congestion within the district. As a long-term proposal, the reconfiguration and removal of the highway on/off ramps at 15th and 26th Streets will improve the frontage along both Eads Street and Jefferson Davis Boulevard in these locations.
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Policy
S1 reach, at a minimum, operational carbon neutrality in crystal city through actions such as energy efficiencies, maximizing vegetated areas, comprehensive water and stormwater management planning, efficient use and conservation of all resources, and provision of exceptional access to transit, in order to align with county goals and to enhance its overall economic and environmental position in the region. uphold the countys then current highest and best environmental sustainability standards for all projects, including renovation and redevelopment projects throughout crystal city. Design, construct, and manage all public and private spaces, streets, infrastructure, and buildings to help the crystal city Plan meet selected certification standards under the united States Green building councils (uSGbc) lEED neighborhood Development program.
Development:
Reference the framework and sustainability intent of the LEED-ND program as general guidance to ensure that the planning and construction of individual buildings positively contribute to the overall sustainability of the Crystal City area. Conduct an energy demand assessment to determine how any proposed buildings relate to benchmark energy efficiency standards. Establish a target balance between office and residential uses, expressed as a percentage of total gross floor area (GFA). Establish a minimum quantity of moderate- and low-income residential units to be provided in all new site plan residential development, to enable citizens with a wide range of economic levels and age groups to live within Crystal City. Continue the farmers market within Crystal City to minimize environmental impacts associated with transporting food over long distances and increase direct access to fresh food. Encourage Crystal City residents, employees and visitors to travel more frequently by bus, transitway, Metro, VRE, carpool, bicycle or walking in order to minimize use of single occupancy vehicles and to reduce traffic congestion. Promote optimal energy efficiency, and educate tenants and residents on how to attain greater efficiencies. Promote purchase of sustainable energy through local power companies.
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Encourage the best available technology at the time development occurs for green infrastructure and low impact development. Include retrofits of redevelopment projects to the best available pollution control technology. Encourage district heating and cooling and distributed energy systems, and if new buildings pre-date these systems, such buildings should be district energy system ready. Encourage building and site deconstruction strategies and programs that minimize waste and maximize building and materials reuse. Maximize sustainable stormwater strategies through the use of low impact
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development practices, such as pervious paving, infiltration tree pits, rain gardens and bioretention swales, green roofs.
Maximize natural day-lighting in all buildings. Utilize the most advanced water conservation technologies for interior (toilets, faucets, etc.) and exterior (irrigation, water features, etc.) applications available at the time of construction or redevelopment. Utilize grey-water recycling for nonpotable water needs, where feasible.
Encourage the integration of rainwater harvesting systems into the design and construction of public open spaces. Maximize use of native, drought tolerant plant and tree species. Maintain good indoor air quality through the use of zero emission or low off-gassing adhesives, paints and other materials. Promote use of non-carbon energy production at each building. Use Energy Star rated and Water Sense fixtures, equipment and appliances to minimize energy and water use.
the international panel on Climate Change reported in 2007 that buildings contribute 38 percent of Co2 emissions from fossil fuel combustion in the u.s. and 15 percent of global greenhouse gas emissions. transportation contributes another 33 percent to Co2 emissions from fossil fuel combustion in the u.s. and 14 percent of global greenhouse gas emissions. most transportation emissions are due to auto travel, with over 60 percent of the u.s. Co2 emissions from personal vehicle use. if the u.s. is to slow the onset of climate change, cities will need to reduce resource use, vehicle travel, and the loss of open space. green building is a collection of design and construction strategies that significantly reduce or eliminate the negative environmental impacts of a building while providing healthy indoor space for
its occupants. building green requires an integrated design approach that looks at all components of a building project and evaluates the interrelationships among the building, its specific components, its surroundings, and its occupants. this approach means different things for each project. for Crystal City, it can include incorporating energy and water efficient systems, fixtures and appliances, creating healthy indoor environments (good daylight and ventilation, and reduced exposure to toxic chemicals), reducing waste during construction and building operation, using materials that minimize the impact on the regional environment, purchasing regionally produced building materials over national or internationally produced products, and/or using recycled or recyclable materials for
construction. green buildings have many benefits including more efficient and cost effective use of building resources, significant energy and operational savings, increased productivity and reduced absenteeism among occupants, and reduced stormwater and air pollution impacts. recent analysis of existing green buildings shows that the upfront cost of building green ranges from 0-5% of total construction cost. however, green buildings have many benefits that can recoup these upfront costs within a short period of time. these benefits include better use of building resources, significant operational savings, and increased workplace productivity.
green building
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note: 1. numBerS repreSent diStanCe from BuildinG faCe to BuildinG faCe. final dimenSionS SuBjeCt to adjuStment, dependinG upon propoSed tranSitway reQuirementS 2. portionS of CryStal dr. may maintain exiStinG 98 foot riGhtof-way width at pinCh point Condition. 3. reCommended Build-to lineS eStaBliShed Between puBliC open SpaCeS and Street riGhtS-of-way repreSent the approximate demarCation Between the puBliC open SpaCe and Sidewalk.
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3.6 transPortation
process, and the findings are provided in the supporting document titled Crystal City: Multimodal Transportation Study. The key recommendations include:
Maintain the capacity of the current Jefferson Davis Highway while enhancing its physical environment into an urban boulevard, and direct traffic primarily to arterial streets to minimize adverse impacts of cut through traffic into surrounding neighborhoods; Realign Clark-Bell Street and other existing streets and introduce new streets to create a finer-grained road network, increase the functionality of traffic intersections, and improve overall circulation throughout Crystal City; Enhance connections between existing public transportation modes (Metro, VRE, bus, and carpools) with improvements such as a Multimodal Transportation Center, an additional Metro Station entrance, stronger linkages to the VRE station entrance from Crystal Drive and Water Park, and better utilization of the Underground pedestrian network as a link to multiple transit modes; Create Complete Streets that accommodate the transportation needs
of all surface transportation users, motorists, transit riders, bicyclists, and pedestrians, and that are designed to support the type and character of planned/existing adjacent land uses;
Introduce a new surface transit system with connections to other networks beyond Crystal City; Phase and coordinate transportation improvements through the timing of building demolition and construction through the PDSP review process; Adopt and implement Parking and Transportation Demand Management (TDM) strategies to better utilize existing and future parking facilities, and reduce dependence on single-occupancy vehicles; Improve laneage and reduce one-way streets, for better traffic flow and street utilization consistent with load forecasts; Extend and enhance the bikeway and trail system of Crystal City, particularly its connections to the regional trail system and Reagan National Airport.
The findings of the transportation study and its recommendations are fully expressed in the goals, objectives, and policies of this document, and have served as a primary
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driver for development of the Crystal Jefferson Davis Boulevard. As a long-term challenges associated with the federally City Master Plan. The key transportation owned property around National Circle that objective, the outboard ramps at 15th components of the Plan600 discussed in the are is on Street 0 reconfigured to a tighter inboard are 1200 1200 1200 1200 long-term lease to the Metropolitan 0 600 0 0 600 0 600 600 following sections. Washington Airports Authority (MWAA) configuration, which also contributes land to beyond 2050. the new blocks. This restructuring of ramps also permits the new Clark-Bell Street to West of Jefferson Davis Boulevard, a new form a through intersection at 15th Street, segment of 12th Street between Eads and eliminating the need for the loop, and freeing Fern Streets is planned just beyond the land for a reconfiguration of 15th Street to planning area boundary. No additional include area for a Garden Park. The Master Plan proposes a number of streets are planned between Eads Street and improvements to the street network Jefferson Davis Boulevard between 23rd and Further south, 20th Street is aligned east within the Crystal City planning area. An and west to permit a cleaner intersection at 32nd Streets, to reinforce preservation of examination of the existing street network the residential neighborhoods to the west. Jefferson Davis Boulevard. The intersection reveals a number of problems the proposed Nevertheless, the County still adheres to its at 23rd Street and Jefferson Davis Boulevard plan should address. The current street adopted policy of generally enhancing the is simplified with the narrowing of 23rd network is dominated by the three principal street grid by breaking up large blocks, and Street on the east side, and the relocation north-south streets, Crystal Drive, Jefferson any future efforts to redevelop such areas not of the Clark-Bell intersection further east. Davis Highway, and Eads Street. Clark and Bell anticipated in this Sector Plan should seek Clark-Bell Street is realigned south of 23rd Streets are currently separate and disjointed, to provide additional cross streets east of Street, and together with the introduction and limit overall circulation. One-way streets Jefferson Davis Highway. of the new 25th Street, permits the creation occur with unnecessary frequency and of a rational circulation pattern for those In addition to a simplified network of streets, impede efficient circulation. blocks. The ramps and overpass to the the Master Plan proposes changes in existing airport are removed and replaced with an Shown in Figure 3.6.1, the proposed street traffic patterns. One-way streets can limit at-grade traffic circle, which also provides network greatly simplifies the system. The circulation options, inhibit wayfinding, uninterrupted traffic movement on Jefferson Clark Street fly-over ramp is removed and promote speeding, and deprive streets of Davis Boulevard with an underpass below the Clark and Bell Streets are merged into a necessary vitality. Furthermore, even with circle. A new viaduct ramps down to grade common alignment, located as far to the the improved street network proposed in at the circle, completing the connection east from Jefferson Davis Boulevard as the Master Plan, Crystal Citys street grid is to the airport. It should be noted that conditions permit. This realignment creates relatively limited in the number of streets the achievement of the National Circle is several new blocks, similar in dimension available and the number of access points at envisioned as a long-term objective, given to the blocks found on the west side of its periphery. As a result, one-way travel on
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T2 Establish a revised street network for crystal city as shown in the Street Network and Typology Map, in accordance with and to be reflected in the countys Master Transportation Plan. Expand county control over all streets and rights of way through public ownership, dedication, or public-use easements set in perpetuity. improve the safety and quality of pedestrian travel by providing elements such as sufficient sidewalk clear zones, adequate space for street trees and landscape elements, and reduced pedestrian crossing distances.
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a single street can severely limit movement throughout the network, and compel a motorist to seek convoluted routes to reach his or her destination. The plan proposes the elimination of one-way traffic flow wherever possible, to be replaced with two-way streets. As illustrated in Figure 3.6.2, a number of one-way conditions currently exist in Crystal City, and while negotiation of the street network is possible, for those unfamiliar with the circulation pattern, it can be confusing, frustrating, and difficult to navigate. Figure 3.6.3 shows the Master Plans proposed traffic patterns. The new street network will eliminate all one-way streets from the planning area, except for a stretch of Crystal Drive south of 27th Street South, where the Y-intersection with Jefferson Davis Boulevard will only permit northbound traffic flow. In summary, these changes will dramatically simplify the street network in Crystal City. The difference between the existing street network and what is proposed in the plan, can be observed in Figures 3.6.4 and 3.6.5. Along the entire length of Jefferson Davis Boulevard, changes in the ramps, laneage, and intersections permit the transformation of the highway into an urban boulevard with wide landscaped usable sidewalks and real building frontages. The system of ramps and service roads along the current Jefferson Davis Highway are removed, releasing a substantial quantity of land for future development. The street network is more legible overall, thereby improving connectivity, circulation, intersection functionality, and way-finding. By simplifying the street network, an important first step is provided towards fulfilling the goal of creating Complete Streets, which have the necessary configuration, connectivity, and
T 13 Develop a plan to ensure that conditions are created to unify crystal city into a single, seamless community by sufficiently and effectively finding mechanisms for pedestrians, vehicular traffic, bicycle traffic, transit, and commerce to flow over, under, or in some other way not be impeded by the Jefferson Davis Highway.
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Type A (ReTAil-ORienTed mixed-use ARTeRiAl) Type B (uRBAn mixed-use ARTeRiAl) exisTing Type B (uRBAn mixed-use ARTeRiAl) pROpOsed OR ReAligned Type F (RegiOnAl COnneCTOR) uRBAn CenTeR lOCAl exisTing uRBAn CenTeR lOCAl pROpOsed neighBORhOOd minOR Alley pROpOsed1
nOTe: AddiTiOnAl Alleys ARe enCOuRAged BeyOnd ThOse indiCATed On The mAp.
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general guidance for bicycle facilities is outlined in the following: Bicycle lanes are generally 5 feet in width, but may be reduced to 4 feet adjacent to the curb where there are space restrictions. Bicycle lanes must maintain at least 5 feet in width adjacent to on-street parking to avoid door zone issues. Shared lanes should be adequately signed or marked using indicators such as sharrows, route signage, and Share the Road signage. Where they may occur, cycle tracks are generally 5 to 8 feet in width, but can be wider depending on anticipated use. Cycle tracks must maintain 2 to 5 feet separation from parking or travel lanes. With less separation, physical barriers such as bollards should be incorporated.
Continued maintenance of the pedestrian tunnel at the Jefferson Davis Boulevard/23rd Street S. intersection until it is gradually phased out in coordination with future redevelopment and improvements to the Jefferson Davis Boulevard and 23rd Street South intersection, Streetscape enhancements on 18th Street S. in the vicinity of Metro and under the Jefferson Davis Boulevard bridge, Streetscape enhancements on 12th Street S. in the vicinity of the Jefferson Davis Boulevard bridge, Pedestrian-level wayfinding throughout Crystal City, Adequate bicycle parking throughout Crystal City, Consistent with Arlington Countys Master Transportation Plan, provide bicycle parking upgrades at the Crystal City Metrorail station and consider Crystal City as a candidate for a fullservice bicycle station.
6-foot wide (minimum) sidewalks: most are 8- and 10-feet wide minimum exclusive of 2-foot building setback (see page 123 for additional guidelines on sidewalk conditions), 5-foot wide minimum utility/landscape strips; generally larger on Jefferson Davis Boulevard, High-visibility crosswalks, Pedestrian count-down heads at all signalized intersections and pedestrian crossings. Signals must provide adequate time for safe pedestrian passage, Pedestrian push buttons where the pedestrian signal phase needs to be called, Bulb-outs where necessary to shadow on-street parking and reduce crosswalk distances at intersections, Median pedestrian refuges on streets wider than 60 feet, curb to curb, Pedestrian level lighting. Pedestrian and Bicycle Trail
Pedestrian Tunnel Figures 3.6.7 and 3.6.8 indicate the recommended network of pedestrian and bicycle facilities throughout Crystal City. The Plan supports improved transit, bicycle and pedestrian-friendly improvements to strengthen the connections both within Crystal City and between Crystal City and adjacent neighborhoods in all directions. Over time, sidewalk accommodations should continue to be assessed and upgraded as part of development projects to adequately accommodate the prevailing flows of people travelling to and from Crystal City. In addition to Crystal Citys surface pedestrian network is the extensive system of internal walkways and corridors. The existing Underground is a set of internal paths and plazas, lined by retail in certain locations, that extends from 12th Street S. to 23rd Street S. between Jefferson Davis Boulevard and Crystal Drive. The Underground provides an alternative to walking along sidewalks, allowing pedestrians to travel from place-to-place in climate controlled and traffic-free conditions. Recognizing the value of this existing system, it is recommended to preserve its connectivity over-time with the understanding that the current layout may need to be modified to support the areas redevelopment.
A trail connection from Crystal Drive to the long Bridge Park multiuse trail, Modification of the Crystal City connection to the Mount Vernon Trail south of the Water Park to improve trail visibility, aesthetics, lighting, and width, Direct pedestrian and bicycle connection from the Mount Vernon Trail to Terminal A of Reagan national Airport, Direct pedestrian and bicycle connection from the Mount Vernon Trail to Terminal C of Reagan national Airport, Parallel pedestrian and bicycle facilities along Route 233 (Airport Viaduct) from Crystal City to Reagan national Airport with a connection to the Mount Vernon Trail, Pedestrian and bicycle connection across Jefferson Davis Boulevard to S. eads Street in conjunction with the reconfigured Route 233/Jefferson Davis Boulevard interchange, Trail connection from the Four Mile Run Trail to Potomac Yard/Crystal City,
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Other than the tunnel components of the Crystal City Underground, the primary pedestrian tunnel currently in Crystal City is located under the current Jefferson Davis Highway at its intersection with 23rd Street. In order to facilitate the reconfiguration of this intersection and the narrowing of the 23rd Street right-of-way, this Plan recommends the phased removal of the pedestrian tunnel under Jefferson Davis Boulevard. The exact phasing of the removal of this tunnel should be determined in coordination with future planning for the reconfiguration of 23rd Street east of Clark-Bell and ultimately through
City to provide a pedestrian circulation system separate from and above the vehicular traffic on the streets. enhancing the street-level 1200 0 600 600 0 pedestrian experience through sidewalk and street improvements, redevelopment, and other infrastructure modifications is a major objective of this Plan. To achieve this objective, the Plan recommends no new pedestrian bridges, and the removal of the existing pedestrian bridges in Crystal City, either as part of a redevelopment project or as a stand-alone initiative. To address the removal of these pedestrian bridges, projects that improve at-grade pedestrian crossings should continue to be advanced. Recent examples of projects that improve conditions for and safety of pedestrians to address the removal of pedestrian bridges include the two signalized at-grade pedestrian crosswalks across Crystal Drive between 23rd and 20th Streets.
to Jefferson Davis Boulevard. To address the removal of this tunnel, the project to reconfigure this entire intersection will include a strong 1200 1200 0 600 600 on improving conditions for pedestrians to cross the roadway in focus a safe environment.
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Crystal City has easy access to multiple modes of public transit (Figure 3.6.9). The Metro Station provides an easy connection to the greater region. The VRe station provides an extended commuter reach south along the I-95 corridor and west to Manassas. Metrobus service is provided throughout Crystal City, including a transfer station located at 18th and S. Bell Street. This Master Plan proposes a significant amount of new development resulting in a more even balance between office and residential uses. This improved balance will result in greater choice in the way people travel to, from, and within Crystal City. The future transportation network in Crystal City is proposed as a system of streets, transit services, bikeways, trails, and sidewalks that currently exist and/or will be expanded and enhanced as the plan is realized. Beyond the creation of a surface transitway system described in Section 3.6.6 (p. 56), other actions will continue to be taken in current project and planning efforts to enhance the transit environment. For instance, bus stops have been incorporated into the design of long Bridge Park and the reconstruction of Old Jefferson Davis Highway, laying the groundwork for accommodating bus service to those locations in the future.
The availability of transit options in 2007 allowed for an observed modal split of approximately 40% transit to 60% auto use. With the introduction of the surface transitway and a greater balance of residential to commercial uses, this modal split is anticipated to increase to a 50% transit to auto use within the planning period. Opportunities for new or expanded bus routes to help support this modal split will be examined on an ongoing basis. The MTP-Transit element identifies priority corridors for improving bus transit service, which included the current Jefferson Davis Highway and S. glebe Road corridors. Additionally, the County will continue to work with WMATA on a regular basis to analyze effectiveness of existing bus service in and around Crystal City and opportunities for upgraded service, including consideration of circulator-transit service that would connect residential areas west of Jefferson Davis Highway to the new transitway. Finally, with consideration to planned future study for regional high speed rail through this area, sufficient space and access to Crystal Drive in the vicinity of the VRe station should be reserved in case opportunities arise to integrate such facilities with Crystal City.
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Take fewer car trips; and Drive fewer miles every day.
Make four times as many walking and biking trips; Make three times as many transit trips;
The transportation choices people make every day have a direct impact on the shape of our neighborhoods, and the impact our actions have on the environment and the preservation of natural systems.
Streetcar - Toronto, CA
Policy
T1 address and manage the crystal city multimodal transportation system to accommodate future planned growth in the area. Ensure that such system meets the needs of residents to travel from crystal city for work, pleasure, and other reasons; that individuals working but not residing in crystal city can easily and economically travel to crystal city via transit, pedestrian and bicycle thoroughfares, and other transportation modes; and that others can also easily access crystal city for business, visiting residents, entertainment, recreation, shopping, etc. implement the proposed alignment and enhanced surface transit technology (streetcar), as shown on the Surface Transitway Map, and design stations as integral elements of the built environment. Establish additional access points to the crystal city Metro Station in the vicinity of the crystal Drive and 18th Street intersection.
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Streetcar - Houston, TX
Streetcar - Portland, OR
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Figure 3.6.11
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ProPosed near-term transitWay alignment ProPosed mid-term transitWay alignment ProPosed long-term transitWay alignment metro line Vre ProPosed transit stoP existing metro station entrance Potential second entrance to metro
note: the locations of the ProPosed transit stoPs shoWn on this maP are illustratiVe and general, With final locations to be determined through future study, analysis, and Planning.
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T 10 create a multi-modal transfer area in the short-term on 18th Street under Jefferson Davis Highway, while working to integrate longterm future development adjacent to the existing Metro Station entrance with an enhanced multimodal transfer facility situated at the ground floor.
proposed structures on the recovered land between Jefferson Davis Boulevard and ClarkBell Street. The concept plan for the facility envisions a bus transfer station located in the podium of the new building erected on the northwest corner of 18th and Clark-Bell Streets, which would also incorporate the surface entrance to the Metro Station. The south-bound transitway, aligned to the west side of Clark-Bell Street, would provide a stop in front of the facility, allowing easy transfer to Metro subway and bus service. Ride-share pick-up and drop-off sites would be provided adjacent to the facility. Bicycle racks and locker storage could also be provided at the facility. Consistent with the concept for this area as a vibrant retail center, the multi-modal transportation facility includes a lining of retail shops along Clark-Bell Street, taking full advantage of the high-volume of pedestrian foot-traffic that will occur. The provision of street-level retail will raise the experiential quality of utilizing public transportation at this facility, encouraging more use by workers, visitors, and residents. Utilizing the Metros entrance access to the Crystal City Underground, the facility would readily tie into the pedestrian concourse system, providing weather-protected access throughout Crystal City. The addition of a second Metro entrance on Crystal Drive would improve access to the pedestrian concourse system, VRe and the multi-modal transportation facility. Improvements to the VRe station might include a below-grade pedestrian connection under Crystal Drive to the Underground and Metro, providing a complete, weather-protected connection to the VRe from the multi-modal transportation facility. Figure 3.6.14 shows the conceptual, cross-sectional relationships between the various modes of transit tied together by this facility. During construction of the new facility, the existing bus transfer station can be relocated to 18th Street, below the Route 1 overpass. This will facilitate continued transfer between bus and subway service during the construction period.
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Aerial View to the North Streets are an important component of the public realm, both in terms of their transportation function and urban character. Roadbeds must be configured and sized to accommodate travel lanes for various vehicular modes (cars, buses, streetcars, bicycles), and provide parking lanes where feasible. The recommended number of travel lanes for a particular street is informed by the traffic load studies examined in the supporting Multimodal Transportation Study. Sidewalk widths must be similarly sized to accommodate anticipated pedestrian volumes, as well as furnishing and landscaping objectives. Additional decisions must be made on the need or desirability of medians, intersection bulb-outs, and other street elements. The diagrams provided in this section illustrate how the various components that comprise a street can typically be accommodated within the rights-of-way (ROWs) specified in the Build-to lines Map (Figure 3.5.3, p. 47). Although specified rightof-way widths are intended to apply uniformly along a street, some existing structures may encroach into proposed rights-of-way, as has been documented in the PinchPoints Diagram, Figure 3.6.10 (p. 55). The dimensions for street elements shown in the street-section diagrams represent a typical condition selected along a streets course, providing guidance on the design intent for that street. each street configuration has been reviewed along its entire course where the specified right-of-way width applies, to ensure that encroachments and/or pinch points can be reasonably accommodated. For example, minor adjustments in the width of sidewalks or medians, or whether parking is allowed on one or both sides of the street, can provide sufficient flexibility to accommodate these encroachments. Should encroaching buildings be replaced in the future, successor structures respecting the Build-to lines should require only minor reconfiguration of curbs and sidewalks along their frontage to achieve the desired street section. each typical street configuration is documented with a section dimensioning each component, a corresponding plan, and a three-dimensional representation. key plans are provided on each page indicating which segment of a given street is addressed, with the understanding that the segment best represents a typical condition along that street and final details may vary. Also, where this Plans build-to lines, cross-sections, and sidewalk width design guidelines depict varying information regarding roadway sections, the overall building to building right-of-way section should take precedence. Finally, the conditions shown in these sections should be understood as general guidelines for typical conditions, which are subject to further and more specific refinement during future PDSP and Final Site Plan review processes.
clArk-Bell street
Clark-Bell Street will be significantly reconfigured as an urban mixed-use arterial street (Type B) offering north-south connectivity. Removing elevated portions of the street and providing greater distance from Jefferson Davis Boulevard at critical locations will establish a more regular street grid and create new development sites. The street will provide for two-way travel. new buildings along the west side of the street
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will better frame both Clark-Bell Street and Jefferson Davis Boulevard. As mentioned above, the southbound alignment of the surface transitway is ultimately envisioned on Clark-Bell Street north of 26th Street, but will likely be phased in over time as the street is reconfigured in stages. Jefferson Davis Highway will become an attractive urban boulevard and unifying element of Crystal City. The laneage and capacity of this regional connector (Type F) roadway will be maintained, but not expanded. Its environment will be improved with new buildings and streetscapes that address the street. In Crystal City, Jefferson Davis Boulevard will generally have 140 to 160 between building faces. grade separations at 12th, 15th, and 18th Streets will remain, although the plan includes a reconfigured, more urban interchange at 15th Street. Between 20th and 26th Streets the street would remain at grade, and south of 26th Street traffic would be trenched under a newly created national Circle, with service roadways that provide access to the airport with ramps connecting to the roadways through travel lanes. The design and operations of the circle must continue to accommodate commercial vehicle access to and from the airport, as this is its only permitted access point. eads Street will be an urban mixed-use arterial street (Type B) paralleling Jefferson Davis Boulevard. north of 23rd Street, the proposed 110 between building faces provides space for a parking lane, bicycle lane, and two travel lanes on each side of the street, with sidewalks nearly 20 wide and left turn lanes at major intersections. South of 23rd Street, improved sidewalk widths should be achieved with redevelopment. The existing center medians will be retained. Fern Street will continue to be classified as an urban mixed-use arterial street (Type B) north of 18th Street. Between 18th and 24th Streets, Fern Street is envisioned as a neighborhood minor street. This new segment of Ball Street will be created to connect 10th and 12th Streets in Crystal Citys north end, to improve access and loading for development in this area. The creation of this street is envisioned to be achieved in concert with the planned new development on the north side of 12th Street, and the design of its cross-section will be for a low speed and low volume local residential and access street. This new street would also have adequate sidewalks in the design linking a clear path for these new residents to the rest of Crystal City and the Metro/VRe station. The curb-to-curb width will vary depending on whether the design includes on-street parking lanes, with a goal of minimizing the amount of pavement and maximizing street trees.
the surface transitway. On-street parking will occur where right-of-way widths permit. east of Clark-Bell Street, a new connection to 10th Street is identified to strengthen the urban grid in this area.
15th street
15th Street will be a retail-oriented mixed-use arterial street (Type A) east of eads Street and an urban mixed-use arterial street (Type B) west of eads Street. east of Jefferson Davis Boulevard, its alignment is simplified, with two one-way travel ways enclosing a new concourse park east of Clark-Bell Street. With 15th Street connecting to Pentagon City, opportunities for ground floor retail should be encouraged to strengthen this linkage. In later phases, the plan envisions a major reconfiguration of the 15th Street / Jefferson Davis Boulevard interchange. Depending on timing, alignment, and available resources, other, lower-cost alternatives to achieving similar ends could be explored (such as tucking the existing out-board ramps closer to the through lanes) that would still create new development sites.
in the southern half of the existing right-ofway. The realignment of Clark-Bell Street and new intersection with 23rd Street will simplify the intersection with Jefferson Davis Boulevard, improving its overall performance. These changes will also help create a new 23rd Street market plaza and pocket park at the northwest corner of the Crystal Drive and 23rd Street. ground floor retail will expand upon the strong retail presence already in the area. The general guidance for the 23rd Street cross-section includes a building face to building face dimension of 110. This dimension would provide sufficient space for a wide sidewalk, parking lane, bicycle lane, and two travel lanes in each direction.
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18th Street will be a retail-oriented mixeduse arterial street (Type A) east of eads Street and urban mixed-use arterial street (Type B) west of eads Street, again connecting to Pentagon City. While its alignment would stay the same, the space within 18th Street would be reallocated somewhat within its 110 width. The north edge of 18th Street will border a new Metro Market Plaza open space between Clark-Bell Street and Crystal Drive, with ground floor retail uses strengthening the pedestrian oriented focus of this area. The 110 dimension would provide sufficient space for a wide sidewalk, parking lane, bicycle lane, and two travel lanes in each direction.
25th Street is a proposed new street between Crystal Drive and Jefferson Davis Boulevard splitting the block south of 23rd Street. With an 80 dimension between building faces, the proposed street has an urban center local designation, and would strengthen access into and connectivity through this large block. The roadway terminates at Crystal Drive directly across from a reconfigured and enhanced Crystal Park. The street also provides access to a new urban plaza at the northeast corner of its intersection with ClarkBell Street.
26th street
26th Street will continue to provide ground level connectivity north and south of the airport access road. As an urban mixed-use arterial street (Type B), 26th Street north of the viaduct will accommodate two-way traffic between Crystal Drive and Clark-Bell Street, providing the ultimate cross-over location for the surface transitway, once Clark-Bell is realigned through this block. With 70 between the building face and airport access road, adequate dimensions are provided for 13.5 sidewalks, a 12 transit lane, a travel lane in each direction, and on-street parking along the north edge of the street. Also a Type B street, 26th Street south of the airport access road will be a particularly important street segment if the future national Circle and airport access road project is engineered to preclude the continuation of Clark-Bell Street under the access road. This segment would continue to provide access into the block from Crystal Drive as it does today.
20th street
20th Street will be a retail-oriented mixed-use arterial street (Type A) that connects Crystal Drive with eads Street, crossing Jefferson Davis Boulevard at grade. Its alignment would generally remain the same. 20th Street will be an important entry point into the heart of Crystal City given its adjacency and orientation to the new Center Park. 20th Street will generally have a right-ofway dimension of 100 between building faces. This dimension provides sufficient space for two travel lanes and one parking lane in each direction, and wide sidewalks. 20th Street is also envisioned as a lively retail street, an expansion of the Crystal Drive and Underground retail nearby.
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22nd street
22nd Street will remain a neighborhood minor street that connects eads and Fern Streets. As a local street, 22nd Street will primarily provide local access to adjacent properties, with on-street parking and adequate sidewalks. The 80 dimension between building faces would be allocated to achieve the optimal cross-section to achieve these goals.
27th Street will be an urban mixed-use arterial street (Type B) between Potomac Avenue and Jefferson Davis Boulevard. Beyond minor street realignments, this street will be converted to two-way travel. The street space would be allocated to achieve desired transportation facilities within the 80 dimension between building faces.
12th street
12th Street will be an urban mixed-use arterial street (Type B) connecting Crystal City and Pentagon City. 12th Street will also accommodate two-way travel for its entire length, with 100 between building faces. 12th Street also includes the alignment of
23rd street
In Crystal City 23rd Street will be a retailoriented mixed-use arterial street (Type A). east of Jefferson Davis Boulevard, the roadway will be reconfigured by removing the center median and accommodating two-way travel
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The cross sections illustrated herein generally communicate the ultimate recommended conditions, and interim conditions not shown herein may apply on a temporary basis as dictated by project phasing.
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11 Travel 14 Platform 12 Transit Lane Lane w/ Parking Beyond 66 Curb to Curb 95 Built-To Line
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Figure 3.6.17
Figure 3.6.18
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Figure 3.6.21
Figure 3.6.22
In A QUAlITy CITy, A PERSOn SHOUlD BE ABlE TO lIvE THEIR EnTIRE lIFE WITHOUT A CAR, AnD nOT FEEl DEPRIvED.
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Figure 3.6.25
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Figure 3.6.27
Note: Shared multi-use path to be included in design of concourse park between Crystal Drive and 15th Street.
Note: Shared multi-use path to be included in design of concourse park between Crystal Drive and 15th Street.
Figure 3.6.28
10 11 Lane 4 11 Lane 11 Lane Recovery On-Ramp O -Ramp O -Ramp 17.5 Sidewalk w/ 2 Curb and Gutter 35 Curb to Curb 4 47 Curb to Curb 160 Built-To Line 4 35 Curb to Curb 17.5 Sidewalk w/ 2 Curb and Gutter
10 11 Lane 4 11 Lane 11 Lane Recovery On-Ramp O -Ramp O -Ramp 17.5 Sidewalk w/ 2 Curb and Gutter 35 Curb to Curb 4 47 Curb to Curb 160 Built-To Line 4 35 Curb to Curb 17.5 Sidewalk w/ 2 Curb and Gutter
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Figure 3.6.30
Figure 3.6.31
(e.g. tour buses, valet parking and all-day meters). This order of priority ensures that each space maximizes its potential to support the transportation infrastructure, advance the economic well-being of the County, and serve the greatest number of users. Time restrictions and designation of spaces may be used to optimize the use of curb space and to give priority to the appropriate users at appropriate times. In such a highdemand area, the County anticipates charging for curb space use through permits or meters. As sites develop or redevelop, curb space uses must be re-evaluated and reconfigured appropriately. Additional parking opportunities may be created along street frontages by replacing single-space meters and delineated parking space lines with multi-space meters and parking lanes without delineated spaces. new parking lanes or spaces may be created by restriping existing streets and narrowing overly-wide travel lanes. Remnant areas in parking lanes or garages may be dedicated for the exclusive use of small vehicles such as scooters, bicycles, and motorcycles. Street features such as curb nubs, fire hydrants and bus stops must be appropriately located to maximize available curb space length and versatility. The number and sizes of driveway curb cuts must be minimized in order to achieve longer lengths of available curb space. With increased street-level retail and businesses, the demand for short-term onstreet parking is expected to increase. Multispace meters have recently been introduced in Crystal City and will continue to be installed on appropriate blocks in the future. If warranted, meter hours in certain parking districts (groups of blocks) may be extended into the evening, or variable pricing may be introduced during peak hours of usage.
off-street PArking
Most existing development in Crystal City has been approved through the Countys special exception site plan process and this trend is anticipated to continue. Special exception projects encourage development to be evaluated and regulated on a sitespecific basis. The Zoning Ordinance identifies a minimum parking requirement for special exception projects which may differ by zoning district. In addition, the Zoning Ordinance allows the County Board to adjust the requirement where it finds the standards for approval have been met overall. These development processes play an important role in supporting land use and transportation policies that encourage sustainable development. These processes also enable the County to advance its broader policy of ensuring that minimum parking needs are met and excessive parking is not built. With Crystal Citys rich mix of transportation choices, the flexibility of these processes should continue to be used to apply a more appropriate parking requirement that takes into account other factors including, but not limited to, site location, accessibility to transit, transportation demand management (TDM) measures, trends in parking demand, and management strategies for parking spaces. The recommended parking requirement for office buildings in Crystal City is between 1 space per 750 square feet (1:750) and
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1 space per 1,000 square feet (1:1,000). The recommended parking requirement for residential buildings is 1.125 spaces per dwelling unit. Adjustment of parking requirements below the Zoning Ordinance standards will go hand-in-hand with facilitating and increasing support for other modes of travel through TDM measures and the provision of transportation infrastructure. Sharing of existing and future off-street parking spaces should be encouraged whenever possible to increase utilization of the transportation infrastructure. Through the special exception process, shared parking arrangements are encouraged where: parking spaces in garages built by private developers are shared with the general public; parking spaces are shared by various groups using the spaces at different/complementary times of the day or week; unused or excess parking spaces in existing or future garages are shared to satisfy the parking requirements of other proximate developments through off-site agreements; parking spaces are shared among all users of the garage (i.e. no reserved spaces). Arlington County has a policy that enables new projects to have a reduced amount of parking when they incorporate specialized projects such as affordable housing. It is expected that Crystal City property owners will consider this option as they redevelop their properties.
quality of life and business climate in Crystal City and surrounding areas. Fortunately, the Countys experience with TDM has a proven record of success in reducing vehicular traffic, especially along the Metrorail corridors. Aggressive partnerships among the County, developers, and businesses in Crystal City can enhance the effectiveness of TDM to accommodate the planned growth and preserve the areas attraction as place to live, work, play, and shop.
Policy 4: Apply TDM programs to nonwork travel, as well as commuting, for resident, visitor and employee trips through informational displays, website, promotional campaigns and mailings of materials. ACCS manages and facilitates implementation of these policies by providing TDM services in a multi-layered strategy, much of this in partnership with developers and businesses in the community. Development Projects: As new site plan projects, renovations, or redevelopments are proposed , the Countys TDM staff negotiates with developers during the approval process to prepare a TDM plan appropriate for the development. ACCS provides assistance to developers and property managers to make it easier for them to effectively fulfill the requirements of their TDM plans. These TDM plans provide important benefits to the properties and their occupants while reducing traffic and parking load.
Mobile Commuter Store The County treats TDM as both a collection of guiding principles underlying its development and growth policies, and as an array of services provided by Arlington County Commuter Services (ACCS), which together reduce demand for travel by single occupant vehicles (SOVs). The pedestrianfriendly, multi-modal design of Crystal City and the provision of many transportation options, services, and tools to ensure people understand those options are fundamental parts of the Countys TDM policy. The concentrated implementation of TDM services in Crystal City will further improve access while minimizing congestion and parking demand.
employers, Hotels, and Residential Properties: Arlington Transportation Partners (ATP) works with agents of individual businesses to provide a full range of TDM business services that benefit the companies as well as their tenants, guests or customers. These include such services as setting up commuter benefit programs and tax-free financial incentives to use transit, personalized transportation packages, carpool formation assistance, telework assistance, lobby transportation information displays, and regular promotion of the range of transportation options available. Additionally, education and marketing should be used to encourage parking managers to unbundle parking from the cost of renting or owning a unit, introduce parking cash-out, or reduce or remove monthly parking subsidies. Individual Assistance Services: ACCS also provides information and assistance to individual commuters, residents, or visitors through its www.Commuterpage.com family of websites, online transit fare sales, bus stop information, marketing services, and individual assistance and pass sales at the Crystal City Commuter Store.
Commuter Direct Homepage Surface parking lots can degrade the quality of the built environment, and are a suboptimal use of highly accessible urban land. The recommended build-to lines and building envelope parameters will help achieve the desirable street cross-section and character. Future surface parking lots are strongly discouraged in Crystal City, particularly in locations between the curb and the building faade.
Commuter Store
POlicy
P5 increase tree canopy coverage in crystal city by meeting or exceeding the most current applicable goals in the countys urban Forest master Plan (and in no case below existing levels of tree canopy coverage), and by strategically installing street trees, where feasible, in areas where redevelopment is projected for later phases. achieve dedicated publicly accessible tree-lined pedestrian routes through large urban blocks that provide for safe and attractive passage and connectivity between buildings. maintain continuity and safety and minimize temporary disruptions for pedestrians, bicyclists, motorists, and transit users during all phases of construction throughout crystal city, including in the interior pedestrian concourse.
3.7.1 Overview
This Plan envisions a diverse, vibrant, and pedestrian-friendly public realm, with welldefined complete streets and high-quality public open spaces. Currently, a number of existing spaces in Crystal City meet this definition, are valued by the community, and are complemented by accessible public open spaces in the surrounding area. Figure 3.7.1 (p. 76) shows the Master Plans proposed public open space network relative to the existing and planned public open spaces nearby, such as the multi-phased Long Bridge Park with Phase I outdoor currently under construction. These public open spaces and streetscapes provide accessible amenities and a good foundation for future enhancements to the public realm as recommended in this Plan. In the context of Crystal City, public and private open spaces play clearly different roles. Public open spaces, such as the Water Park and the courtyard at 2121 Crystal Drive, are basic parts of the public realm. Although privately owned, such spaces are highly accessible to the public and foster impromptu or organized gathering and diverse activities. Both of these examples benefit from their Crystal Drive frontage, with its surrounding retail and pedestrian activity. New public open spaces resulting from the Plan should likewise have great visibility, significant open frontages along streets, and an array of amenities and activities throughout the year. In contrast, private open space is often perceived as or is physically less accessible, sometimes by means of barriers such as walls and fences. In Crystal City, many interior block private open spaces have limited visibility from streets (see Figure 3.7.2, p. 78) while others physically restrict access to the public. For example, the elevated plaza unifying the Crystal Gateway site plan is physically accessible to those familiar with the space and willing to negotiate their way from the sidewalk, between buildings, and into the center of the block. In other instances, courtyards can provide amenities for the residents of specific buildings, as they do at the Crystal Square and Crystal Plaza apartments, where access to these spaces is physically restricted to building residents. Accessibility issues aside, private open space allows light and air to penetrate the interior of blocks and may provide facilities to meet the recreational needs of tenants, both benefits that should be continued in the future. However, lacking universal accessibility and often programmed for limited activities, private open space does not serve the same role as public open space. As Crystal City grows, emphasis will be placed on creating public open spaces that are universally accessible and have strong presence along the street, and are clearly distinct from private open spaces. Figure 3.7.3 (p. 79) shows the Master Plans recommended public open space network. Proposed street-facing parks and plazas are fully public and accessible to all, while interior open spaces become private or semi-private, primarily the realm of the surrounding buildings inhabitants. The new public open spaces and streets are better-defined by a more continuous line of buildings along their edges. In this way, public open spaces and active streetscapes come together to provide increased accessibility and visibility. As the Master Plan is implemented, the design of the proposed open spaces will be further refined with continued planning and management efforts to better define their program and fully explore their potential. The main objective is a much improved and complete public realm, which includes places where people will participate in the daily civic life of Crystal City.
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be provided where appropriate, all within the stipulations of block RBLs and frontage requirements. The use of medians and traffic islands will be minimized, to promote shorter walking distances at crosswalks. On-street parking and drop-off areas will be created throughout the planning area to help buffer the pedestrian from moving traffic, provide convenient short-term parking for shoppers, and allow more parking options for visitors.
design of underground structures required to support healthy trees planted in an urban environment such as along streets and above building structures. Although many of Crystal Citys streets are lined with trees, a number of street sections are treeless or have mature landscaping that has not been maintained adequately. These areas will likely remain in this condition until they are redeveloped. In the near-term, the County recommends planting trees along streets and sites or refurbishing old landscaping at locations that are not likely to be redeveloped within the next 20 years. These additional trees will help mitigate potential loss of canopy coverage in the first phases of redevelopment and will create cohesive, tree-lined streets throughout the sector. Suggested locations for targeting additional street tree planting in the near term are discussed in the Public Open Space implementation actions in Chapter 4.
Park Water Features - Barcelona, ES and open spaces also defines and gives structure to the collective urban setting. Consequently, the more successful buildings are in defining the public realm, the more effective the public realm will be in defining the framework and character of the city. Clear perception of the urban framework improves wayfinding (both vehicular and pedestrian), contributes to an active pedestrian experience, and promotes economic and social vitality. A complete public realm is programmed and furnished in a manner appropriate to its various frontage types, with paving, landscaping, street lighting, street furnishings, public art, and other amenities that enrich the pedestrian experience.
Just as buildings define streets and public open spaces, a coherent network of streets
Conversely, the private realm is defined by limited accessibility and visual checks. It is normally confined to the space between or behind buildings, or to the interior of blocks. These spaces provide breathing room between buildings, and allow penetration of light and air into the block interior. In an urban setting, the components of the private realm include back yards, side yards, courts, and private drives and are often fenced or walled off to limit access and maintain adequate security. Sometimes these areas may have a semi-public quality which means they are visually accessible to the public, yet physical access is still controlled by the private owner.
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ExISTING AND PROPOSED PARkS AND PLAzAS (IN CRySTAL CITy PLAN) ExISTING AND PROPOSED PRIvATE OPEN SPACE (IN CRySTAL CITy PLAN) ExISTING AND APPROvED OPEN SPACE IN NEARBy NEIGHBORHOODS
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Public Water Feature The Public Open Space policy directives will guide the establishment of a cohesive system of high-quality open spaces, recalibrate the balance between types and uses, and provide permanent public access to the open spaces either through public-use easements or through County ownership. The policy directives also reflect the desire of the community to minimize the impact from loss of existing open spaces by having new or improved existing open spaces provided as spaces are lost. As redevelopment occurs in Crystal City, preserving and creating high quality public open spaces for the community will remain a key priority. The Master Plan focuses on improving the quality and utilization of public open space, whether new or proposed, by increasing accessibility, visibility, programming, and appearance. Thus more usable spaces, such as retail plazas, civic parks, and recreational parks with direct access to the street are preferred over office plazas, landscaped medians, and landscaped street setbacks. An additional objective is to more effectively distinguish between private and public spaces, and help reinforce a strong sense of Figure 3.7.1 openness and accessibility to those spaces planned for public use. In some cases, existing open spaces are underperforming. Repeated observation of the existing open spaces reveals that some are currently underutilized both during the weekday and on weekends. In other instances, existing open spaces are planned for preservation, as their form, accessibility, and programming contribute to the overall goals and policy objectives of the Master Plan.
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As individual site plans are proposed for Crystal City, the County should look for opportunities to increase the public open space beyond what is shown in the Public Open Space Map (Figure 3.7.3); When existing public open space is displaced by new development, the developer will concurrently provide the County with either a new comparable public open space in Crystal City or with an improved existing public open space in Crystal City or adjacent
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neighborhoods, including a public easement dedication where applicable; Active recreation facilities should be incorporated into new and existing public open spaces in Crystal City. Table 3.7.1 Open Space Design Concepts, identifies several of the 26 open spaces that are recommended for active recreational facilities. Active recreational facilities could include tennis, basketball and volleyball courts, and other outdoor amenities including playgrounds, community canine areas, a skateboard facility, petanque courts or other facilities desired by the community; Site plan applications should include a variety of active recreational facilities within the development that will contribute toward meeting the recreational needs of their future tenants. Innovative designs for recreational facilities should be utilized and may include facilities on the rooftops , interior, or exterior of buildings. Public accessibility to these facilities should be explored on a project by project basis; and
Community Canine Areas (CCA) should be built to serve Crystal City residents and the adjacent residential community. Future CCAs can be located in either one of the public open spaces shown in the Public Open Space Map, Figure 3.7.3 or public open space adjacent to Crystal City.
The table provides the target size of each space, whether a space has a fixed location and orientation (shown in Table 3.7.1 in the Defined by Build-To Lines column) and provides a preliminary park design recommendation for the site. For open spaces that are not fixed by Build-to Lines, the Public Open Space Map provides a suggested approximate location, with the understanding that the final location and orientation will be resolved with individual site plan applications. In addition to the public open spaces themselves, another goal for improving the public realm is to increase pedestrian connectivity and permeability through some of Crystal Citys largest superblocks. Many of Crystal Citys blocks are several times larger than conventional city blocks, and present challenges for pedestrians trying to traverse such blocks using sidewalks and outdoor paths. Consistent with Policy Directive P6, this Plan recommends that opportunities be explored as part of future development proposals to achieve dedicated, publicly accessible tree-lined pedestrian routes.
The plan calls for the creation of at least one primary, centrally located public space to serve as a venue for significant, programmed events for the entire community. The location of this space, the Center Park, is currently proposed for the northeast corner of 20th and Clark-Bell Streets. A complete list of all the proposed and retained public open spaces is provided in the Table 3.7.1 - Open Space Design Concepts. The information included in the table is intended to offer guidance for the development of a public open space system. The community will have an opportunity to comment on the types of facilities in each of the public open spaces as special exception site plans are processed through Arlington Countys site plan review system.
POlicy
P1 Provide, at a minimum, all public open spaces as indicated on the Public Open space map in accordance with the general size outlined in the Open space inventory Table on the map. address the displacement of existing public open spaces by concurrently providing comparable or enhanced spaces, either through development of new park sites or through improvements to existing open spaces along with public easement dedications. allow low-scale infill development on the existing open space in front of 2121 crystal drive only after the center Park on block j-k is realized. establish county control over all public open spaces shown on the Public Open space map through either public dedication/acquisition or public-use and access easements set in perpetuity.
Active Retail Plaza - Santana Row, CA
P2
P3
P4
OPEN SPACE WITH A PATH, BENCHES AND OTHER PARk ELEMENTS SUCH AS A WATER ELEMENT OR OTHER ATTRACTIvE FEATURE DESIGN CONCEPT PROvIDED, SEE PAGE 84 DESIGN CONCEPT PROvIDED, SEE PAGE 80 DESIGN CONCEPT PROvIDED, SEE PAGE 85 LANDSCAPED SPACE WITH INTERACTIvE ELEMENTS (SEE DEFINITION BELOW) TO ACTIvATE THE SPACE, A PATH, AND SEATING DESIGN CONCEPT PROvIDED, SEE PAGE 83 DESIGN CONCEPT PROvIDED, SEE PAGE 81 PARk WITH TREES, GARDENS AND BENCHES ALONG A PATH CONNECTING THE PARk TO CRySTAL DRIvE LANDSCAPED SPACE WITH INTERACTIvE ELEMENTS TO ACTIvATE THE SPACE, A PATH, AND SEATING DESIGN CONCEPT PROvIDED, SEE PAGE 82 LANDSCAPED PLAzA WITH TABLES AND SEATING FOR OUTDOOR DINING DESIGN CONCEPT PROvIDED, SEE PAGE 86 DESIGN CONCEPT PROvIDED, SEE PAGE 87 PARk WITH A PLAzA INCORPORATING SEATING AND FLOWER GARDENS INTERSPERSED THROUGHOUT THE SITE ACTIvE RECREATIONAL FACILITIES COULD INCLUDE SPORT COURTS AND OPEN SPACE COMBINED WITH TABLES AND SEATING UNDER SHADE TREES PROMINENT LANDSCAPING INCORPORATING TREES AND POSSIBLy PUBLIC ART TO CREATE GATEWAy TO CRySTAL CITy, SOME OPEN INTERIOR SPACE, WITH A PATH TO CONNECT CRySTAL DRIvE AND JEFFERSON DAvIS HWy, AND SEATING. LANDSCAPED CORNER WITH TREES AND PATHS WITH SEATING LANDSCAPED CORNER WITH TREES AND PATHS LANDSCAPED SPACE WITH INTERACTIvE ELEMENTS TO ACTIvATE THE SPACE, A PATH, AND SEATING PARk WITH NEIGHBORHOOD SERvING FACILITIES A NEIGHBORHOOD PARk WITH INTERACTIvE ELEMENTS TO ACTIvATE THE SPACE, A PATH, AND SEATING A NEIGHBORHOOD PARk WITH INTERACTIvE ELEMENTS TO ACTIvATE THE SPACE, A PATH, AND SEATING A NEIGHBORHOOD PARk WITH INTERACTIvE ELEMENTS TO ACTIvATE THE SPACE, A PATH, AND SEATING A NEIGHBORHOOD PARk WITH INTERACTIvE ELEMENTS TO ACTIvATE THE SPACE, A PATH, AND SEATING A NEIGHBORHOOD PARk WITH INTERACTIvE ELEMENTS TO ACTIvATE THE SPACE, A PATH, AND SEATING DESIGN PARk WITH ACTIvE RECREATION FACILITIES THAT COMPLEMENT EADS PARk, PATHS, SHADE TREES AND SEATING
WATER PARk
POCkET PARk METRO MARkET SqUARE CENTER PARk PARk/PLAzA POCkET PARk 23RD ST PLAzA PLAzA 25TH ST PLAzA CRySTAL PARk PARk/PLAzA PARk
16 17 18 19 20 21 22 23 24 25 26
PARk PLAzA PARk/PLAzA (ExISTING) PARk/PLAzA PARk POCkET PARk*** POCkET PARk*** POCkET PARk*** POCkET PARk*** POCkET PARk*** PARk/PLAzA
18,500 5,100 6,000 7,700 19,400 6,400 7,400 5,000 5,000 5,000 21,000
legend
OPEN SPACE ELEvATED TERRACE
* PARk NUMBER CORRESPONDS TO PUBLIC OPEN SPACE MAP (FIGURE 3.7.3) ** ESTIMATED TARGET SIzE SUBJECT TO REFINEMENT *** THESE POCkET PARkS SHOULD BE DESIGNED TO INCLUDE COORDINATED INTERACTIvE FEATURES, FOCAL POINTS OR ACTIvITIES TO CREATE A CONNECTION BETWEEN THEM. iNTeracTive elemeNTS: SCULPTURES, ART, WATER FEATURES OR UNIqUE LANDSCAPE DESIGN THAT STIMULATES PEOPLE TO PARTICIPATE IN AN ACTIvITy, THINk CREATIvELy OR PROvIDES AMUSEMENT. THESE COULD BE AS SIMPLE AS PAvERS DESIGNED TO FORM A MAzE, DECORATIvE WIND TURBINES, A WATER PUMP FOR kIDS OR CLIMBABLE STATUES.
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Figure 3.7.3
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IF you dESIgn CoMMunITIES For AuToMoBIlES, you gET MorE AuToMoBIlES. IF you dESIgn ThEM For pEoplE, you gET wAlkABlE, lIvABlE CoMMunITIES.
pArrIS glEndEnIng ChrISTInE Todd whITMAn
ForMEr govErnor oF MArylAnd
Clark -
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Positioned as the central feature of the 15th Street reconfiguration between Crystal Drive and Clark-Bell Street, the 15th Street Park will be a quiet, neighborhood-oriented green space. The proposed size of 33,500 square feet and the curb-to-curb width of approximately 80 feet provides ample room to create a lush experience of flower gardens featuring seasonally colored trees and flowers, including some grand trees at the heart of the space. Paved walks and seating areas with benches will provide neighborhood residents
15t
and workers a quiet place to relax. Also included in this concept are flower gardens around a central water feature and pavilion, which will serve as focal points for the park. Sustainable features such as water filtration gardens, native plant species, and pervious paving should be incorporated in the design. A meandering, multi-use trail is envisioned as an integrally designed element of the park that could also accommodate bicyclists in a more passive way to complement the more active bicycle facilities provided in the street.
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Bryant Park - New York, NY Center Park, located at the intersection of Clark-Bell and 20th Streets, is intended to be the centerpiece of Crystal City, and to act as a focal point for all surrounding activities. Envisioned as an open space with a civic character, it will be the largest park in Crystal City with a target size of 74,200 square feet. The size of the space would allow for a wide variety of uses, such as passive recreation, exhibitions, concerts, festivals, cafs, some temporary kiosk retail, and evening outdoor movies. Retail uses are envisioned on the north and east sides of the park, with the possibility of a retail arcade at the north end which could be enclosed in the winter months. A prominent vertical architectural feature could be located at the southwest corner of the park to signal a point of entry and gathering when arriving from Jefferson Davis Boulevard. A strong link between 18th and 20th Streets should also be considered with a grand stair/seating area located along the 20th Street frontage serving as one possible strategy to negotiate the grade
Outdoor Activities differences. Much of the park should be pervious and predominantly grass. Special art features could be incorporated into the landscape and architecture of the park, and artistic lighting should highlight the park during the evenings. Cisterns within the park and adjacent buildings could capture rainwater for park irrigation. Wind turbines and/or solar panels could be used in artistic ways to educate visitors and to supply power for park events.
ar Cl kBe tre ll S et
e Str rd 23 et S
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rd / US1
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Active Plaza - Cambridge, MA This new retail plaza will be located at the corner of 23rd and Clark-Bell Streets, with at-grade access from 23rd Street. The target size is 13,000 square feet. Retail uses are envisioned on the north and east sides of the plaza, with pervious paving and landscaping appropriate for an active retail venue. The building wing to the north should have a noteworthy design that helps create a sense of place to the park backdrop, with a level of transparency that helps activate the space and enliven the plaza at night. This will be a neighborhood gathering place, with benches, caf seating, and a fountain or sculptural piece at the center of the plaza. This space could provide a direct entrance to the underground or could be linked to the existing access point at 23rd Street through a creative streetscape design that celebrates the connection between the underground entryway and the plaza.
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Retail Square - Boston, MA Metro Market Square is located along 18th Street between Clark-Bell and Crystal Drive and will have a target size of 43,900 square feet. This space will provide for and celebrate a new entrance to the Metro Station at the east end of the plaza and will be a primary center of retail activity. The ground plane of Metro Market Square will be finished primarily in hard surfaces which will allow for market uses, temporary pushcart retail, public gatherings, outdoor entertainment, and a variety of related uses. Metro Market Square could also create an opportunity for crafting a permanent market building arcade along the length of the plaza which could be used for a local farmers market, arts and crafts festivals, and/or carnivals. The head house on the east end of the market arcade could be the new entry to the Metro Station. A major connection across 18th Street to the Center Park should be emphasized in the plaza design. Small water features, benches,
Retail Square - Boston, MA caf seating, larger interactive sculptures, chess tables, bosques of trees, and similar features should be incorporated into the overall design. Pervious paving, artistic wind turbines, and/or solar panels on the roof of the market building could all be incorporated into the design.
18 th re St et S
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Gateway Park is a proposed reconfiguration of the landscaped parcels at the northern terminus of Crystal Drive. This park will include an entrance into the new Long Bridge Park north of Crystal City and will have a target size of 54,500 square feet. It is anticipated that the Long Bridge Park Esplanade will directly tie into a path that leads through the park to Crystal Drive and 12th Street. The vision for this park includes neighborhood serving recreational
facilities such as tennis or volleyball courts, a playground, benches, and picnic tables. The park may also feature pedestrian-scaled lighting which ties into the Long Bridge Park lighting design, pervious paving and rain gardens. The design for Gateway Park should integrate the Long Bridge Park Esplanade as a coordinated element whose character, design, and width continues through the space toward Crystal Drive.
Crystal Drive
6 - waTer Park
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Existing Water Park - Crystal City The Water Park is one of Crystal Citys public spaces most valued by the community, and a true landmark along Crystal Drive. Much of what exists today is proposed to remain, and be publicly acquired or controlled through public-use easements. Any proposed changes should occur along its edges, where retail and pedestrian uses planned to the north and south of the park, and across Crystal Drive, will provide more destination activity. Some minor design modifications could be incorporated that would allow greater access and visibility into the park, particularly with regard to the upper terrace area. As this park is the head of the bicycle connection to the George Washington Parkway, one use that could be incorporated into an adjacent building might be a public or privately operated bicycle storage, rental, and retail center with locker rooms and shower facilities
Existing Water Park - Crystal City for bicycle commuters. While several smallscaled, minor improvements could enhance this space even further, care should be taken to not over-program or design the park in a way that results in unnecessary clutter or otherwise restricts enjoyment of the space.
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Active Retail Plaza - pentagon row The 25th Street Plaza is proposed as a component of the new streetscape that would be created with the introduction of 25th Street through the block south of 23rd Street. Located on the northeast corner of the intersection with Clark-Bell Street, the plaza will provide a neighborhood gathering place featuring retail frontage along its north and east sides. The plaza will feature a blend of hardscape and greenscape elements, including patterned paving, lawn panels, tree bosques, benches, caf seating, and a fountain or sculptural piece as a central anchor. Additional features could include pervious paving, water filtration gardens, demonstration wind turbines and solar panels.
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Tot Lot Area - Barcelona, ES Crystal Park is a proposed improvement of an existing recreation area along Crystal Drive, near the eastern end of the new 25th Street. As proposed, the new park would reside between the southernmost Crystal Park building and the proposed development east of Crystal Drive and north of 26th Street. It has a target size of 38,000 square feet and is intended for predominately recreational uses. It will be framed with trees, and may include athletic courts as well as a playground with bench seating for on-looking parents. While this area today is used in part to meet the requirements of an adjacent child day care facility, this space is envisioned as a public park in the future. If a childcare facility remains in this area, a strategy will be needed for how the outdoor space requirements are met.
88
12th Street S
et S 15th Stre
A continuous pedestrian connection extending from 12th Street south to 23rd Street with connections to hotels on the west side of Jefferson Davis Boulevard, vertical connections to the lobbies of buildings above, Connections to Metro and other modes of public transportation, Convenient access to parking, Mid-block access to streets, Direct connections between street-fronting retail and the interior corridor and retail uses, New cultural and arts features such as theaters, playhouses, galleries, and exhibit space, all located within the Underground with both interior and exterior marquee frontage, Clear and effective wayfinding signage and other elements that help orient pedestrians, An active Public Art program with projects specifically targeted for the Underground.
18th Street
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RETAIL FRONTING THE STREET UNDERGROUND RETAIL 23rd Street S CORRIDOR
S. Clark Street
500 600
In many ways, streetscapes and the Underground currently work separately and against each other rather than reinforcing their interdependence. The Master Plan proposes a more seamless relationship where pedestrians experience an increased permeability between the Underground and retail uses facing public streets. As shoppers move more freely between interior and exterior retail, these uses will begin to complement one another, fostering a stronger retail environment in every part of Crystal City. The goal is to establish a dynamic pedestrian experience that grows and supports a robust 1000 marketplace, while creating an attractive, interesting, and fun community and civic life.
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3.8.1 Overview
It is well established policy in Arlington County to focus high density development within its two Metrorail corridors: The RosslynBallston Corridor and the Jefferson Davis Corridor. Current projections (2005-2030) indicate that 89% of all future job growth, and 84% of future household growth in the County will occur within these two areas1. The Jefferson Davis Corridor consists of the Crystal City and Pentagon City Metro Station Areas. Within the Crystal City Metro Station Area, which also includes Potomac yard and Long Bridge Park (North Tract), projections over the same period anticipate a 64% increase in jobs, and a 48% increase in households2. Crystal City will undoubtedly accommodate some of the future growth projected by COG. Early in the planning effort, several studies to
1 Growth Trend to 2030: Cooperative Forecasting in the Washington Region, MWCOG, Fall 2007, pp. 15-16. 2 Metropolitan Washington: Regional Activity Centers and Clusters, MWCOG, 2007, pp. 4-5.
assess future demand for office, residential, hotel, and other uses within Crystal City were conducted to assist in the development of the Master Plan. While temporary demand for specific uses is projected to vary over time, the studies suggest that there is sufficient demand into the future for additional commercial, residential, and retail development within Crystal City. In the face of these growth projections and pending impacts from BRAC, the additional density proposed under this plan reflects analyses of the future vision of Crystal City, a workable and sufficiently improved transportation network, market demand, the maintenance of Crystal City as a major economic engine for the County, and meeting regional responsibilities for future growth. Within the Crystal City planning area, there has been limited new development since the mid-1990s, primarily due to the lack of building sites and the near build-out under the existing General Land Use Plan (GLUP)
and zoning regulations. Meanwhile, many of Crystal Citys older commercial office buildings are losing their competitive edge in the current office market due to their age, condition, or configuration. Replacement of these structures may be financially difficult if allowable densities are limited by existing GLUP and zoning regulations. While similar circumstances may also apply to residential and hotel buildings and retail space, the actual challenges involved in replacing existing buildings will vary on a case by case basis. All of these factors suggest that the density currently permitted under the GLUP and zoning Code may inhibit the full redevelopment of existing buildings, and may result in the retention of aging buildings that may or may not undergo renovations. Consequently, Crystal City may be illpositioned to accommodate and absorb the additional workers and residents anticipated under current forecasts. The county could miss the opportunity to strengthen a top
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From the inception of the planning process, a number of assumptions about density were explored to help guide the design of the Master Plan. From these discussions, a set of key assumptions emerged:
Any increase in density would also require increases in the quality and quantity of public open space, The planned increase in development will necessitate the identified planned improvements to the overall transportation network in order to maintain sufficient levels of mobility for Crystal City residents, employees, and patrons, The provision of additional density would allow Crystal City to absorb the anticipated demand for additional commercial and residential space reflected in County and regional demographic forecasts, The provision of any additional density would need to be balanced with community concerns about the quality of life in Crystal City.
BRAC and other office-tenant repositioning offered an opportunity to replace some aging structures, if sufficient additional density could be provided to render the projects financially viable, Land utilization in Crystal City, both in terms of the street network and building placement, could be improved and yield additional building sites, Permitting additional density would provide opportunities and resources to
employment center and an important source of local tax revenue if policy steps accommodating greater capacity are not undertaken.
improve the physical environment in Crystal City, primarily in the public realm,
These assumptions, in concert with the Goals and Objectives of Chapter 2, were the foundation for the vision that emerged in the Master Plan. The opportunity to increase density is utilized in the Master Plan to craft a vision of a new urban environment where buildings clearly shape public space and increase the quality of the public realm.
POlicy
d 1 establish base densities for each block in the crystal city Planning area, as shown on the base density map. d 2 allow for optional increases over the base density (as shown in the 2008 gluP) within the maximum building height limits on sites in crystal city, in return for extraordinary community benefits outlined in this plan, at the county boards discretion. d 3 utilize a tear-down credit (or similar mechanism) to encourage redevelopment that furthers crystal city Planning goals and achieves public improvements, while retaining overall economic feasibility by recognizing the significant cost of demolishing existing major assets.
for a particular area according to the GLUP designations as they exist in 2008. Under this plan, standard site plan base density will be an important factor in helping to determine how density above the established base could be permitted, and what expectations may be associated with such additional density.
High/low density zones, which govern the distribution of density throughout the planning area based on criteria such as access to transit, existing context, and land use objectives; Allowable building height, which is governed by factors such as existing context, desire for a more diverse skyline, and density objectives; Bulk plane angles, which control heights along particular frontages in order to preserve day lighting and minimize shadows within designated open spaces; Tapers and setbacks, which reduce bulk and sculpt the massing of buildings, Tower coverage, which determines the maximum allowable coverage of floor plates above a buildings podium base, relative to the total land area of the block, Tower and building spacing, which establishes a minimum separation between buildings, particularly multistory towers.
treet S 12th S
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Each of these items was derived from and tested with the Illustrative Concept Plan, and subsequently used to map a set of rules and policies that should apply throughout the planning area. The set of diagrams that follows illustrates the density, coverage, and massing policies of the Master Plan.
Crystal Drive
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HIGH DENSITy MEDIUM DENSITy LOW DENSITy
Under the Master Plan, the largest increases of density are concentrated in a limited number of locations. Figure 3.8.1 identifies three principal areas within the planning area that were identified as most suitable to receive the largest share of new density. Generally, the largest increases in density will occur on the East Side of Jefferson Davis Boulevard, with the largest concentrations located along 18th Street adjacent to the Metro Station, and along 23rd Street, at the heart of the Entertainment District. Also, Figure 3.8.2 maps the spatial distribution of base densities throughout the planning area. For the purposes of this plan, standard site plan base density refers to maximum planned densities
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Figure 3.8.2
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Base density (FaR)1 1.5 (com.) oR 72 du/acRe (Res.) 2.5 (com.) oR 115 du/acRe (Res.) 3.24 (Res. only) 3.8 (com.) oR 4.8 (Res.) open space within Build-to lines
note: 1. Base density to Be applied to site aRea associated with development pRoposals. 2. the 1.5 FaR oR 72 dwelling unit/acRe categoRy FoR Base density does not imply that eitheR use could Be peRmitted on a site; the land use map, FiguRe 3.9.1, depicts Recommended uses FoR each site.
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POlicy
b 2 establish absolute maximum building heights (in feet) for all blocks in the crystal city Planning area, as shown on the building heights map. b 3 require proposed development projects in crystal city to submit their projects for review by Federal aviation administration (Faa) when they file a site plan application with the county, and secure notice from Faa that the project is not a hazard to air navigation before a county board public hearing is scheduled for formal action on the site plan application. b 4 undertake future study (as needed) to develop alternative physical planning parameters for achieving planned densities should the Faa determine that currently planned heights are not feasible for airport operations. b 6 require minimum horizontal separation of 60 feet between building towers above the fifth floor to ensure light, air, relief, and respite to outdoor and indoor spaces.
building massing. These techniques allow tapering, articulating, or mitigating the apparent mass of a building in relation to its context, reduce bulk, increase penetration of light and air, and provide opportunities for visual interest and architectural expression. In conjunction with maximum building heights, tapers, setbacks and other architectural features are integrated into the Plan to achieve harmonious relationships among buildings.
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Tapering refers to adjustments in building heights in response to contextual changes. In addition to varied maximum building heights, facade setbacks and other forms of architectural expression can shape overall
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1 - 4 STORIES 5 - 10 STORIES 11 - 14 STORIES 15 - 17 STORIES 18 - 21 STORIES
limit Tower footprint above Podium
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Figure 3.8.5
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et S 15th Stre
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POlicy
b 7 apply bulk/plane height controls, as shown in the bulk Plane angle map, near identified parks and plazas to limit shadows on and ensure natural daylight to such spaces.
on either the vernal or autumnal equinox. Bulk plane angles were established along the frontage of each affected open space, the maximum angle of setback determined by the suns altitude and the frontage distance from the edge of the space (see Figure 3.8.6). The legend of Figure 3.8.7 lists each of the restricted frontages and specifies the related setback requirements.
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Figure 3.8.7
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et S 15th Stre
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Frontage a b c d e F g H HeigHt and angle HeigHt: 140' / angle 50 HeigHt: 120' / angle 50 HeigHt: 200' / angle 50 HeigHt: 180' / angle 50 HeigHt: 180' / angle 43 HeigHt: 220' / angle 50 HeigHt: 160' / angle 43 HeigHt: 100' / angle 50 open Space witHin build-to lineS
note: a dimenSion, wHen provided on tHe map, eStabliSHeS a Frontage lengtH For tHe bulk plane requirement, otHerwiSe tHe requirement applieS to tHe entire Frontage.
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b 5 establish maximum building tower coverages, measured above the fifth floor, for all blocks within the crystal city Planning area, as shown on the Tower coverage map.
each block, so that blocks with a greater percentage of residential and hotel use are associated with lesser tower coverage. The tower occupancies specified in Figure 3.8.9 express a maximum permissible coverage. However, other requirements and guidelines within this document may preclude achieving this maximum allowance when applied to the particular circumstances of any given block. Collectively, build-to lines, building height, tower coverage, tower separation, and tower setback parameters are the factors that will determine achievable densities under the Master Plan. Building height restrictions, street-face build-to guidelines, and internal block site boundaries determine the basic buildable envelope for any development proposal. Figure 3.8.8 illustrates a hypothetical building envelope established by the combination of height and bulk parameters. The envelope defines the limits of massing options. With the addition of coverage requirements, bulk plane requirements, tower separation requirements, and the design guidelines encouraging additional tower setbacks, a complete set of criteria for exploring allowable building form(s) is provided. Any resulting density is derived directly from these form-giving rules, rather than a formulaic and generic limit on floor area ratio.
legend
TOWER ENvELOPE TOWER PODIUM
Figure 3.8.8
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Podium
Tower
Figure 3.8.9
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Percent of net buildable area1 65% 75% 85% oPen SPace within build-to lineS
1. net buildable area aS meaSured within block build-to lineS. tower coverage meaSured above fifth floor and/or building Podium.
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3.9.1 hOusing
Increasing the quantity, availability, and affordability of housing in Crystal City is a central tenet of the Master Plan. Recent forecasts show demand for housing in the Planning Area could increase 95% by 2030, putting pressure on an already tight housing market. Under the Master Plan, a proposed increase in residential GFA of just over 70% by 2050 should help to keep pace with much of this demand, thereby channeling significant residential development into an area already served by transit, which will be supplemented with new surface transit technology. The anticipated growth in housing inventory is associated with a projected increase of nearly 100% in Crystal Citys residential population during the planning period. While an overall increased inventory of housing is a key goal of the plan, an increased diversity in housing types and price points, including affordable
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Figure 3.9.1
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land use designation Residential, Hotel Residential, CommeRCial, Hotel, oR mixed-use Residential, CommeRCial, Hotel, oR mixed-use: minimum 40% Residential oR Hotel Residential, CommeRCial, Hotel, oR mixed-use: minimum 60% Residential oR Hotel Residential, CommeRCial, Hotel, oR mixed-use: minimum 70% offiCe Planning BloCk BoundaRy oPen sPaCe witHin Build-to lines
note: a dimension, wHen sHown on tHe maP, estaBlisHes tHe Position of a BoundaRy Between diffeRent land use zones.
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h 4 apply the affordable housing Ordinance and create special provisions for increased zoning Ordinance density that achieve up to 20 percent of gross Floor area (gFa) above the 2008 gluP as committed affordable dwelling units, to increase crystal citys affordable housing stock, and allow affordable dwelling units to be provided in new or existing buildings. h5 leverage existing and potential future tools to add a total of between 550 and 1,200 committed affordable housing units in the crystal city Planning area by 2050.
residents, workers, and visitors of Crystal City. Convenience and services retail, as well as restaurants of all sorts, should continue to populate the neighborhood. The community expressed a very strong desire to achieve establishments such as a full service grocery store or a hardware store in Crystal City to serve its daily needs. The location of retail establishments will vary generally among street-fronting retail space, internal retail space accessible from the Underground, or hybrid spaces with access from both. The plan encourages enhanced visibility and accessibility to retail establishments, expansion in the quantity and type of retail establishments, and greater synergy between the street-front and internal retail spaces.
lu 4 designate specific areas in crystal city for ground floor retail uses that are accessible from sidewalks, the interior pedestrian concourse, or both, as shown on the retail Frontage and interior Pedestrian concourse map, and strategically locate interior retail to not detract from street level retail areas. T6 maintain an interior pedestrian concourse from 12th street to 23rd street, as shown conceptually on the retail Frontage and interior Pedestrian concourse map that extends the reach of transit, provides frequent connections to sidewalks, and is adequately flexible to permit creative design solutions for new development.
Table 3.9.1 - Planning TargeTs FOr reTail gFa by FrOnTage TyPe aT build OuT
INTERNAL FRONTAGE ONLy RETAIL TyPE GAFO CONvENIENCE AND SERvICE F&B AWAy FROM HOME SUBTOTAL ExTERNAL AND SHARED FRONTAGE RETAIL TyPE GAFO CONvENIENCE AND SERvICE F&B AWAy FROM HOME SUBTOTAL TARGET 80% - 85% 70% - 75% 75% - 80% 74% - 79% SqUARE FEET 190,000 - 201,000 439,000 - 470,000 356,000 - 380,000 985,000 - 1,051,000 TARGET 15% - 20% 25% - 30% 20% - 25% 21% - 26% SqUARE FEET 36,000 - 47,000 157,000 - 188,000 95,000 - 119,000 288,000 - 354,000
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Overall, the majority of the retail should be located on the east side of the highway to meet the desires for clustering and visibility. Some convenience-oriented retail should be located on the west side to serve those residents, however all destination retail should be located on the east side.
blank facades, etc.) between retail clusters, and preferably on double loaded streets with activating retail uses on both sides,
Stores with individual street entrances at grade level, limited or no arcade or internally circulated space, Balance of auto and pedestrian focused design (i.e. two-way, two lane streets and wide sidewalks), Adequate and affordable parking for the market that does not obstruct or inhibit the retail and pedestrian environment, Storefronts that are appropriately sized and have good quality design that suits retailers operational needs and is attractive to potential target customers, A strong retail presence with a critical mass of tenants; a well thought out tenant mix that is balanced and appeals to the targeted customer groups, Primary customer markets (residents, employees, visitors, etc.) have welldefined and comfortable ways to access the retail, Aesthetically pleasing, carefully designed, and well-maintained public space, and Access to a competitively priced and reliable energy supply.
Contiguous storefronts with distinct storefront design, limited or no gaps (parks, office buildings, parking lots,
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lu 4 designate specific areas in crystal city for ground floor retail uses that are accessible from sidewalks, the interior pedestrian concourse, or both, as shown on the retail Frontage and interior Pedestrian concourse map, and strategically locate interior retail to not detract from street level retail areas. T6 maintain an interior pedestrian concourse from 12th street to 23rd street, as shown conceptually on the retail Frontage and interior Pedestrian concourse map that extends the reach of transit, provides frequent connections to sidewalks, and is adequately flexible to permit creative design solutions for new development.
locations (furthermore, future updates to the Retail Action Plan could be expanded to include other areas throughout the County). Its guiding principles for retail strategy development and urban design principles and guidelines should continue to be referenced when considering future retail in Crystal City, even as the Retail Action Plan may evolve over time through various updates.
other commercial, including office, uses may be considered in the balance of the Underground space. Retail building fronts should be composed in a manner that encourages active streetscape environments (additional recommendations on retail frontage are detailed in Sections 3.11.4-6). In destination retail locations such as the Metro Market Plaza and the Entertainment District, activating retail (GAFO, Service, and Food & Beverage establishments) are preferred over office front retail, professional services, and other program inconsistent with a dynamic pedestrian experience.
Retail Frontage on Crystal drive The Master Plan provides several retailoriented public open spaces intended as neighborhood activity centers. These retail plazas should be intensely programmed to promote the retail experience and social interaction. varied program elements can be employed to achieve the desired effect. Caf and restaurant seating zones can be integrated into the look and feel of the space, retail kiosks with merchandise, food and beverage, and other services can be provided, and features such as ice skating rinks, game boards, interactive fountains, movable seating and other such elements that promote the plaza as a destination should be incorporated.
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RequiRed On-StReet Retail FROntage1,2 inteRiOR PedeStRian COnCOuRSe Retail, CultuRal and CiviC uSeS allOwed PROPOSed COnCePtual inteRnal PedeStRian COnneCtiOn OPen SPaCe within Build-tO lineS
nOte: 1. Retail iS PeRmitted But nOt RequiRed On all OtheR FROntageS 2. RequiRed Retail FROntageS ShOuld Be PRedOminantly RetailORiented, But may inClude SPaCe FOR lOBBieS, entRanCeS, and OtheR elementS.
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lu 5 engage critical county service providers and stakeholders, such as police, fire, schools and emergency response services, in planning for and implementing the infrastructure necessary to accommodate future demand for service provision as crystal city grows. lu 6 create tools and incentives to establish a strong presence of desired cultural and communityoriented facilities (such as theaters, large format grocery stores, day care and medical facilities) in the core of crystal city.
the Entertainment District, but the Plan offers flexibility in their placement. Careful coordination within project phasing will be required to ensure these resources are provided and delivered in a timely manner. The principal desires for future cultural elements within the Master Plan include:
Two 125-seat black box theaters, ideally with 18-foot high ceilings, specifically designed and programmed to accommodate fledgling, as well as professional theater companies; it is expected that together, these theaters will require approximately 10,000-20,000 square feet depending on the size of the support spaces that are needed for each facility, One 200-250 seat rectangular proscenium theater, configured to accommodate a variety of performance types, such as plays, dance performances, concerts, etc.; high ceilings and a space unobstructed by columns will be necessary; this theater will require at least 15,000 SF, Artists village artist studios can be provided in the Underground as space becomes available and galleries for showing work can be provided at street level.
These elements represent the minimum objectives of the Plan; other proposals for additional and other types of cultural amenities are encouraged, and should be reviewed in the context of their contribution to the overall intent of the Master Plan.
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Crystal City will likely need to be supported by additional facilities to meet demands. Recently, Arlington Economic Development studied the issue of achieving child care facilities in the Countys transit corridors, and developed recommended policies and actions to overcome existing challenges. The studys recommended potential strategies include development incentives for additional density, modifying the Countys retail policies to allow child care centers to occupy appropriate retail locations, and identifying partnership opportunities for child care work force development. Regardless of the outcome of these recommended actions, various strategies should be explored to ensure an adequate supply of child day care facilities in Crystal City. Target Locations: Within existing or new development, preferably street level or hybrid retail space in the Underground, or part of a larger multi-purpose community or civic venue. Space also needed to provide required outdoor play area. grocery Stores As of 2009, there are no full-service grocery stores within the Crystal City study area. (Full-service grocery stores are considered those that stock a wide array of food products, typically including vegetables, fruits, meat, poultry, dairy products, breadstuffs, etc.) Nearby stores in Pentagon City and Potomac yard are nearly a mile away from the center of Crystal City. Grocery stores in urban areas can become cornerstones of great places to live and key components of a neighborhoods center. These stores can be successful at a smaller scale (such as between 15,000-30,000 square feet), sized appropriately to accommodate the local population. This Plan envisions one or more full-service grocery stores to better serve the Crystal City population. Achieving this will offer Crystal City residents fresh, healthy, and affordable food options, and increased proximity to these stores will encourage more walking or bicycling trips. Additional growth should increase the market demand for such uses in Crystal City. Target Locations: Within existing or new development, preferably street level or hybrid retail space in the Underground, highly visible and accessible from the public realm. A central site near 18th Street would be well situated to serve the neighborhood. Additional establishments elsewhere may also be established as the population increases. urgent care facilities While virginia Hospital Center is within five miles of Crystal City, the community strongly desires a local urgent care facility. In addition to traditional walk-in medical care facilities, the growing trend among pharmacy retailers that provide walk-in clinic services through their retail outlet should be explored. Target Locations: Within existing or new development, preferably street level or hybrid retail space in the Underground, that is highly visible from the public realm.
course, the County will continue to regularly monitor student populations and proactively plan for future service and facility needs. Based on current district boundaries, students residing in Crystal City would attend Oakridge Elementary School, Gunston Middle School and Wakefield High School. Based on generation rates prevalent today in Crystal City (0.03 students per housing unit), the Plan is projected to increase student figures by 170 students by 2040, or an average increase of approximately 5 students per year. Alternative student projections were also developed using the current generation rates in Clarendon, Courthouse, and virginia Square (0.07 students per housing unit), to estimate potential impact if Crystal City attracts more family households over time. Based on this assumption, there would be a net increase of 360 students by 2040, or an average increase of 12 students per year Target Locations: If needed, additional school capacity could be created by: 1) Expanding or reconstructing an existing school; 2) Constructing a new school at an off-site location; or 3) Constructing a new school on-site, incorporated into a redevelopment project with an urban form. Under this option, all opportunities to include other community-oriented facilities, such as an adult education center, preschool child development center, or district energy system, could be explored. Polling Places County polling places are venues at which voters may cast their vote on election days. As of 2009, the two polling places in Crystal City include the Water Park Towers building and the Crystal Plaza apartments. As it has grown in the past, the County has addressed an increase in voters in the Metrorail corridors by using larger venues, redrawing precinct boundaries, and creating new precincts (with new polling places). As Crystal Citys population grows in the future, the potential need for additional polling places should be monitored. Target Locations: If additional polling places are needed, such places could be achieved through redevelopment. While the two existing venues are residential apartment buildings, future polling places could be located in public facilities if they were to be built in Crystal City. Otherwise, locating polling places in multifamily residential buildings could suffice, so long as they are open to the public on all Election Days and handicap accessible. Ideally, the selected location should be centrally located to the precinct it serves. community center/learning center/civic center A place(s) with a number of venues and programs that enrich an active civic lifestyle would be an amenity for Crystal City. These types of centers could cater to a spectrum of the population, with a diverse array of programming and facility offerings. Elements could include meeting rooms, classrooms, lecture halls, a library/technology/ media center, and/or supporting retail such as a bookstore and caf, and relevant programming based on population interests and needs. Target Locations: An ideal location for such a facility would be adjacent to Center Park or Metro Market Square, or another location having a quality of civic prominence.
Police Substation the Police Department identified a need for a police substation in Crystal City, to service the growing population. Ideally, the substation space would be centrally located, be at ground level with a public entrance, and offer direct access to below grade parking for police vehicles. Target Locations: East of Jefferson Davis Highway, generally between 15th and 20th Streets, with street frontage near the Metro Station; may be a hybrid space also having Underground frontage. emS/fire Station Crystal City is served by the newly constructed Fire Station 5 Jefferson District/Aurora Highlands. Additional service capacity may be needed to support Crystal City, particularly its southern extent (including Potomac yards), due to increases in vertical response times, population, and density. The exact need relating to additional service capacity should be determined through future studies. Target Locations: If needed, several options for a future fire station include: 1) On Site: within the base of a redevelopment project, south of 23rd Street with easy access to major arterials; 2) Off-site: new station on County property at the intersection of S. Glebe Road and S. Lang Street, either as an additional or relocated station; or 3) Off-site: expansion of existing facilities at Station 5. Day care facilities Increased residential and employee populations in Crystal City will likely increase demand for child day care facilities. The several existing facilities in
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T 11 establish near-term parking ratios for new projects that range from a maximum of 1 space per 750sf and/or a minimum of 1 space per 1,000sf for office uses and between 1 and 1.125 spaces per residential dwelling unit (or apply the countys most current parking management policies), while maximizing the sharing of parking space by various users and addressing short-term visitor and retail parking needs in crystal city. T 12 apply Transportation demand management (Tdm) measures that reinforce the use of a smaller parking supply. T7 locate and consolidate building loading and service access points to secondary and tertiary streets and alleys where feasible, as recommended in the services and loading map.
3.9.6 Parking
The Master Plan proposes that future parking be provided primarily below-grade, but may allow above-grade structures embedded within building podiums where warranted. Locations to construct additional parking capacity, even in the full build-out of the Master Plan are limited. Providing parking at current (2008) parking space ratios will be difficult to sustain. As density increases, the parking load coming from single occupancy vehicle (SOv) trips could potentially grow beyond the physical capacity for structured parking within the Plan. Since other costs are associated with SOv trips such as traffic congestion, infrastructure wear and maintenance, increased fuel consumption, and diminished air quality, the Master Plan includes provisions for encouraging reduced reliance on the car, consistent with established County policy. Arlington has adopted and continues to employ TDM policies to reduce dependence on the car. In general, these policies use strategies that shift person-trips away from SOvs to a mode split that favors public transportation, ride-sharing, and other modes of transport. Furthermore, in the Countys recently updated Master Transportation Plan Parking and Curb Space Management Element, there is wide recognition that current parking requirements in the zoning code are more geared towards auto-oriented areas and by-right development. In transit oriented areas, there has been a recent trend to reduce the required amount of parking in new site plan developments, consistent with the Countys vision of encouraging more efficient modes of travel and reducing the share of SOv trips. To avoid provision of excessive parking in future projects, parking requirements in these areas will be adjusted to match anticipated travel patterns. In this Master Plan, a range between a maximum of 1 space per 750sf and/or a minimum of 1 space per 1,000sf for office uses, and between 1 and 1.125 spaces per residential dwelling units are recommended to adequately accommodate anticipated parking demand, prevent the provision of excessive parking, and reflect and support other transportation policies. Parking is currently provided in Crystal City in a number of ways. On the east side, most parking is located in below-grade garages, with some metered spaces located on-street and other reserved spaces in small surface lots. Below-grade garages primarily provide parking capacity for office workers, residents, and hotel patrons, with some additional capacity to park business and retail visitors. Retail and business visitors are the principal users of on-street parking. The easy access to these spaces, their time constraints, and their adjacency to retail make them an attractive alternative to spaces in parking garages. On the west side, which is dominated by residential uses, a mix of below-grade garages, above-grade structured parking, surface lots, and on-street parking is present. Retail parking is provided on the street and in surface lots associated with particular business establishments. Parking for residential uses is mostly provided belowgrade, or in surface parking lots. Generally speaking, below-grade structured parking is the preferred treatment for any new off-street parking resources associated with
development per the Master Plan. Above grade parking is strongly discouraged, but may be permitted if all the parking needed to meet the requirements could not be accommodated underground. Additionally, above grade parking, where it occurs, should be lined either with active programmed space or treated with enhanced architectural faades, depending upon its relationship to the public realm.
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Figure 3.9.4
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Generally Preferred frontaGe where loadinG, Service, and GaraGe entranceS are located on a Street oPen SPace within Build-to lineS
note: 1. wherever PoSSiBle, alleyS Should Be Provided within BlockS and Service, loadinG, and GaraGe entranceS Should Be located at theSe alleyS rather than on Street frontaGeS 2. wherever PoSSiBle, Service and ParkinG entranceS Shall not Be located on tyPe a or B StreetS.
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Rain Garden for Stormwater Collection and Filtration Three pressure zone or service area. Based on existing conditions and trends, overall the water system should have adequate supply and capacity to meet future demands. Over time, its anticipated that the system could require that some water mains be updated, on an as needed basis. Redevelopment is an excellent opportunity to evaluate and replace aging portions of the water system while pipes are exposed due to construction, street realignment, etc. This opportunity should be capitalized upon by working with developers to upgrade existing infrastructure where mains may be old or undersized for the proposed redevelopment. Particular attention should be paid to fire flow capacity of the existing system and the demands likely to be placed on the system as a result of redevelopment at greater densities. Recent experience generally has shown that with new building construction, more efficient technologies and water saving fixtures are having substantial positive effects on reducing any increased demand from new construction and corresponding additional residents, workers, and visitors. As a result, water demand on the Countys system has remained relatively level or only increased slightly over the past 17 to 18 years. Furthermore, it should be noted that water conservation is also an effective energy conservation measure. As such, water conservation is not just an issue of ensuring there is enough water for ecosystems and humans alike, but is also an important component of reducing our carbon footprint.
Filterra Stormwater Bioretention Filtration System Several of the Countys Comprehensive Plan documents are relevant to informing future decisions and ongoing policy and programs relating to these environmental infrastructure elements. The Water Distribution System Master Plan (1992), Sanitary Sewer System Master Plan (2002), Stormwater Master Plan (1996), and Chesapeake Bay Preservation Ordinance and Plan (2003 and 2001, respectively) (which is supported by the Countys 2001 Watershed Management Plan) will all continue to play a major role in guiding current and future decisions involving these systems.
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StORmwateR infRaStRuctuRe
The study area falls within the boundaries of three stormwater watersheds in the County. Most of Crystal City is included within the Roaches Run watershed (191.6 acres), while some of the area (67.8 acres) drains to Four Mile Run. Located immediately north of Crystal City, Roaches Run itself is a nature preserve that is impacted by stormwater runoff from the surrounding area. The amount of existing impervious surface in Crystal City as of 2009 is estimated at 188.6 acres, or approximately 72.7% of the total planning area. While the exact quantity of impervious surface in Crystal City through build out of this plan is impossible to predict with certainty, an order or magnitude estimate of 190.7 acres, or 73.5% of the planning area has been arrived at based on the Illustrative Concept Plan scenario. Based on these assumptions, impervious surface in Crystal City (without regard to the stormwater management techniques and standards described in the next paragraphs) is generally expected to remain about the same or increase slightly as a result of plan build out. Currently, the Commonwealth of virginia is in the process of updating their Statewide Stormwater Management Regulations, with an anticipated implementation date of 2011. Based on the draft under final revision in September 2009, these standards will be more stringent than current controls for stormwater quality and quantity. Specifically, there will be a standard to reduce stormwater pollution from redevelopment by 10% to 20%. This standard will govern all of the parcel level redevelopment that will occur in Crystal City. At this time, it is recommended that these standards guide the stormwater planning and performance standards for the area, rather than coming up with standards outside of this regulatory process. For the public rights-of-way in Crystal City, which are generally unregulated by such parcel-level stormwater management requirements, a similar net reduction goal should be pursued: reduce functional impervious area by at least 10 percent throughout Crystal City through the reduction of impervious surfaces, the use of permeable materials, and/or stormwater treatment for
runoff from equivalent levels of impervious area. Recognizing that streetscape/block level stormwater management is often more challenging than at the parcel level, some flexibility is needed when this numerical goal cannot be met exactly on a case-by-case basis. The 10% net reduction goal should be viewed for Crystal City as a whole. In the spirit of flexibility and encouraging creative solutions in a complex urban environment, engineered pervious surface techniques such as permeable paving can be used to help meet impervious surface reduction goals for the public rights-of-way. Additionally, redevelopment should provide opportunities for streetscape retrofits, such as bioswales and stormwater tree pits these strategies should be explored, potentially as part of public-private partnerships through the site development process.
Green Roof - Arlington, VA Sanitary waste is ultimately piped to the Countys Wastewater Treatment Plan, located along S. Glebe Road, and into Four Mile Run after its been treated. The increased designed capacity of 40+ million gallons per day was planned in 2001 to accommodate anticipated growth in the County beyond 2020. Increased awareness and water saving devices/appliances have helped reduce anticipated increased volume even with additional growth. With the completion of the current upgrade project, the plant has sufficient capacity to accommodate growth in the County beyond 2020 based on current regulatory requirements and development of Crystal City, Pentagon City, Roslyn-Ballston corridor and Columbia Pike. That said, while capacity is not the issue, it is likely new environmental regulations may necessitate additional construction or improvements at the plant (as well as at other wastewater treatment plants) before 2020 even if there were no new development in the County.
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These design guidelines communicate general objectives relating to preferred streetscape and building design and massing characteristics of future projects in Crystal City. The purpose of the guidelines is to point a direction and to inform the response to specific development proposals. These are guidelines and not rules (unless particular items are ultimately codified within the Zoning Ordinance). At the same time, these guidelines are intended to be flexible, to recognize the economic and program forces that influence the form of buildings and development, and to acknowledge that the vision for Crystal City can be achieved by a variety of means and methods. Should certain elements of the guidelines prove infeasible or undesirable as a project advances through stages of increasing design detail, projects should consider alternative strategies that achieve the main objectives outlined below. Many of the guidelines pertaining to building form and massing are aimed at allowing adequate sunlight to reach public streets and open spaces, as well as achieving a level of architectural interest, articulation, and sculpting currently lacking in Crystal City. Building setbacks from the vertical plane illustrated in this section, as well as changes in material, color, texture, and a variety of other forms of architectural expression may be employed to meet these goals in a diverse
manner. In considering building form and massing of specific projects, site area and orientation, building use, and typical floor plates for such uses all impact the ability to follow the recommended guidelines or the need to employ other creative strategies. Guidelines pertaining to ground level building and public sidewalk frontages and landscaping are intended to provide a human scale, comfortable walking environment, and good wayfinding.
1 Maximum Allowable Height: The combined height of the podium and tower shall not exceed the heights shown on Figure 3.8.5 (Building Heights Map, p. 95) for its site, as measured per the requirements of the Zoning Ordinance.
Note: Bulk Plane Height Controls: Additional limits on building heights may be required as shown on Figure 3.8.7 (Bulk Plane Angle Map, p. 97). The height of each bulk plane is measured vertically from the center point of its linear frontage along the Recommended Build-to Line (RBL) impacted by any bulk plane controls.
Podium
The massing, scale, and faade composition of the podium base should, as a principal objective, define and reinforce the quality of the public realm. To that end: 2 Minimum Frontage Requirements: All podiums should engage the RBL within zero to two feet for a minimum of 80% of the street frontage, and podium faades should not be built more than 10 feet behind the RBL at any point. 3 Required Building Frontage: Every building should have at least one podium frontage on an RBL, for a minimum lineal extent of 65 feet along the RBL.
Building HeigHt
Building height is the measure of the combined heights of the podium and any tower. Height will be determined as follows:
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4 Encroachment: No building or part thereof should encroach within the right-of-way of any street or open space, except as described in Section 3.11.4 Building Frontage (p. 120), and in the additional guidelines stated here. 5 Podium Height: The maximum height of any podium should not exceed 65 feet. 6 Architectural Features Encroachment: For frontages targeted for architectural features (see Section 3.11.3 Architectural Features on p. 118), the podium and all portions of the tower above may encroach up to four feet beyond the RBL for one-third of the total building frontage. 7 Podium Separation Requirement: Where a podium base does not occupy an entire site and no party-wall condition exists, the podium should maintain a minimum separation distance of 40 feet from all other adjacent buildings, except when the separation is for an alley or other vehicular way, which should typically be 25 feet wide. 8 Base Frontage: The ground floor of the podium base should be distinguished with a pedestrian friendly quality and
appear to have a greater height than the floors above. The ground floor and second story may be combined in a single faade composition to achieve this effect.
9 Top of the Podium: The top of the podium should have a horizontal architectural unity through the use of cornices or other banding projections placed at the top of the upper most floor of the podium. 10 Location of Parking in Podiums: Structured parking that occupies a podium should be lined with actively programmed space or an enhanced architectural faade, depending on its location and relationship to public streets and open spaces. Generally, active liners are preferred along major streets and public open spaces, and are a lesser priority along minor streets or alleys. All ground floor podium parking fronting streets and public open spaces should have a podium liner, except for garage entry doors not to exceed 25 feet in width.
12 Tower Coverage: Expressed as a percentage of the site area within designated RBLs and Lot Lines, and measured just above the podium base, values shall not exceed those provided on Figure 3.8.9 (Tower Coverage Map). 13 Forming Towers: Tower massing should allow light, air, and views to penetrate into and through blocks. For commercial office uses, tower floor plate sizes above the podium base should generally not exceed: 35,000 square feet up to 250 feet of height, or 30,000 square feet above 250 feet of height. For all other uses, tower floor plate sizes above the podium base should generally not exceed: 40,000 square feet up to 250 feet of height; or 30,000 square feet above 250 feet of height. In general, towers should be configured such that no block has less than two towers. 14 Building Tops: A distinctive top, consisting of the upper two to four floors of a tower, should be provided through a change in at least two of the following features - window rhythm, apparent floor height, setbacks, sculpted form, or materials. 15 Mechanical Penthouse: The walls of all penthouse structures should be setback from the edge of the roof a distance no less than the height of the wall. All penthouse structures should have enhanced faade treatments of a quality and character consistent with the buildings tower faade.
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11 Tower Separation: Towers shall maintain a minimum separation distance of 60 feet above the podium base from all adjacent towers either on the same site or on any adjacent sites.
Multiple Setback Approach materials, colors, textures, and other elements of architectural expressions should also be employed in order to achieve architectural excellence in Crystal City. With the Plans form-based approach, the achievable density on any given site is determined by a number of parameters, including the pertinent Build-to Lines, maximum building heights, bulk-plane angles, tower coverage limits, and minimum separation between towers. In the absence of an absolute numeric limit on FAR, it is conceivable that buildings could be proposed that rise straight up from the Build-to Line to the maximum building height (except where bulk-plane angles are called for). In order to avoid this condition, in this approach the tower of a building should be set back from its base to better define the street space for the pedestrian experience and provide architecturally interesting buildings. In order to ensure these goals are met by projects that would otherwise fill the absolute
Podiums (Base)
Building podiums should generally engage the Build-to Lines as recommended in Section 3.11.1. Podiums, especially their ground level spaces, should not be setback from the Buildto Line and should meet the back of sidewalk.
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Massing and setbacks for the middle tower portion of a building may be approached in two manners:
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building envelope, multiple setbacks from the Build-to Line should be designed into the building tower as it rises upward (see massing examples below). The degree and number of setbacks may vary depending on the character of the abutting street and surrounding development. Building frontages and their setback character should vary, partly depending upon whether their location is on a major or minor street, or on an open space. Generally, frontages along major streets and on public open spaces may have the most shallow setback depths, while frontages on minor streets may have somewhat deeper setbacks. Frontages along Eads Street south of 23rd Street should have the most deliberate and generous setbacks, given their relationship across from low-scale residential neighborhood on the west side of Eads Street.
Single Setback Approach Rather than employing a series of multiple setbacks at increasing heights, in this approach a building may also be successfully designed as a discrete tower with a single, simple setback above the podium level. Depending on the tower floor plate size and location of the tower relative to its specific site, this approach may allow as much, if not greater, relief and levels of sunlight to reach surrounding areas compared to the multiple setback approach. In addition, having a mix of buildings in Crystal City that use single and multiple setback approaches will avoid having a sense of monotony in the overall building form, and should ultimately provide for a more varied skyline. Similar to the generally preferred approach for multiplesetback buildings, buildings employing single setbacks at the podium level should incorporate such setbacks at depths that relate to the specifics of their site and surrounding context.
Tops
Building tops should be designed to achieve a distinctive profile, and mechanical penthouses should be integrated as part of the overall building design. In addition to changes in other architectural features such as materials, colors, and textures, building tops should employ some degree of sculpting to set it apart from the rest of the building. Regardless of whether the building tower design uses the multiple or single setback approach, it is generally recommended that the upper two to four floors of all buildings should be no closer than 20 feet from the Build-to Line, unless the proposed design of the building top involves a dramatically creative architectural treatment that is integral to the overall composition of the building, such as proposed in the next section, Architectural Features.
Innovative architectural expression should be given wide latitude in featured locations; guidelines on massing and setbacks are relaxed. Architectural features range from a special corner treatment to a complete building tower. Feature locations are often paired; each location should respond in a reciprocal manner as part of a larger urban-design composition. Coordinated frontages should mutually respond in massing, materials, and architectural language to visually unify the common space or street they frame. Where recommended architectural feature locations overlap with bulkplane angles, consideration may be given for flexibility for portions of such frontages to vary somewhat from bulkplane angles. Example of Architectural Feature Locations at 18th Street
Corner Feature
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Figure 3.11.1
reet S 12th St
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et S 15th Stre
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Retail entries should be spaced along a frontage at intervals that encourage active streetscapes, with retail entrances not more than 60 feet apart on average. Principal entrances for all new retail should be located on street frontages. Arcades on street frontages are not recommended. Paved surfaces should extend to the building face, with landscaping elements limited to movable planters. Within the caf/display zone, some fencing and partitioning between establishments can be permitted. Otherwise, these areas should remain accessible for pedestrian movement.
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3 Ground floor residential units should typically be elevated a minimum of 24 inches above the exterior grade along the RBL. 4 A limited set of building frontage elements, such as bays, balconies, cornices, stoops, and shading elements may encroach and project across an RBL for a distance not to exceed six feet.
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All handicap ramps should be internal to buildings. Landscaping areas may be permitted between the pedestrian clear zone and the building face.
15 to 18 feet - CoMMerCial/MixeD
Sidewalk Clear Zone: Intended to provide unobstructed passage for pedestrians along the course of a sidewalk. A range of dimensions are provided based on the overall sidewalk width and the frontage type.
Bicycle Racks
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JEFFERSON DAvIS BLvD - NORTH OF 18TH ST. JEFFERSON DAvIS BLvD - SOuTH OF 18TH ST. 18 TO 22 COMM./MIxED 15 TO 18 RESIDENTIAL 15 TO 18 COMM./MIxED 12 TO 15 COMM./MIxED
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Planters Planting Strip with Bioswale @ 30 O.C. Porous Pavers Bench Ornamental Tree Street Light Concrete Cafe Tables Concrete Street Light Cafe Tables with Temporary Fencing
Street Tree and Furnishing Zone: This zone is immediately adjacent to the curb and is defined primarily by street trees contained either in tree pits or planting strips; this zone may include furnishings such as lampposts, benches, trash receptacles, planters, and similar street furnishings. On some commercial frontages, this zone may be integrated with a caf zone, described below. Caf/Shy Zone: This zone only occurs on commercial frontages. In addition to caf seating in front of restaurants and cafs, this zone can be used for outdoor retail display and other retailrelated activities. In the absence of such uses, the zone can be furnished with benches, planters, and other items consistent with a retail environment. This zone may be located either adjacent to the building frontage, or integrated with the Street Tree and Furnishing Zone, in which case the zone should be no less than the required width of the Street Tree and Furnishing Zone. The position of the Caf/Shy Zone should be the same for all businesses along a block frontage. Residential Shy Zone: This zone only occurs on residential frontages and is intended primarily as a landscape buffer between the building face and the sidewalk Clear Zone. Landscaping elements may include door yards, raised integrated planters, and other continuous planting beds. The shy zone may be paved, but should be furnished with benches, planters, and other items consistent with a residential frontage. Paving Materials: Paved surfaces may consist of special paving, untreated poured concrete, or some combination of these surfaces. However, for the portion of the sidewalk comprising the Clear Zone, the treatment shall be concrete or stamped concrete. Additionally, choice and installation of paving materials must be ADA compliant, and should reference the most current Arlington County standards restricting use of beveled edge pavers and providing specifications for decorative concrete applications. Tree Pit Size: Tree pits should be detailed using Arlington County Landscape Standards. Tree Pit Grates: Specifies whether grates are a preferred choice for the tree pit, are a permitted option, or are not permitted. In general, Tree Pit Grates should be employed on narrow (15-18 feet) commercial sidewalks that limit the width of the pedestrian throughway. In these instances, utilizing an open, landscaped tree pit, either with or without a low fence, can create a tripping hazard for pedestrians and/or result in trampling of roots and ground cover. Tree Pit Landscaping: Specifies whether landscaping in an open tree pit is a preferred choice, is a permitted option, or is not recommended. In general, Tree Pit Landscaping should be employed on wider (18 feet or greater) sidewalks with an ample pedestrian Clear Zone. In addition to the tree, the tree pit may include flowering plants and shrubs, however, no plants with thorns or other sharp protrusions should be used, and these plants should be maintained below a height of 42 inches. Continuous Planting Strip: Tree pits may be replaced in specified conditions with a Continuous Landscaping Strip planted with street trees and other plants and shrubs, or just trees and grass. The tables specify whether a Continuous Planting Strip is a preferred choice, is a permitted option, or is not recommended. In general, planting strips should be used on frontages with lower intensity of uses and where there is no adjacent on-street parking.
Other components of the public sidewalk frontage that are the same regardless of sidewalk width or frontage type are:
Tree Spacing: use Arlington County standards, with 30 feet on center typical. Light Fixture Type: use Carlisle light; single globe, 12 foot pole along Fern Street, for all other streets, use double globe, 16 foot pole. Fixtures along Jefferson Davis Boulevard may use light extension arms over traffic lanes. Extension arms for banners, flower baskets and similar enhancements are encouraged. Cobra fixtures and the like are not permitted. Generally, the County maintains a focus on improving the overall performance of County and Dominion Power owned street lights with an emphasis on improving energy efficiency and reducing maintenance and life cycle costs. Light Fixture Spacing: 100 to 120 feet on Fern Street; for all other streets, 60 to 90 feet.
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8 Min. - 10 Max. Street Tree 6 Min.- 8 Max. and Furnishing Zone Clear Zone 18 to25
Street Light Street Light Porous Pavers Porous Pavers Bench Concrete Planter Concrete
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The overall intent for sidewalks is a warm colored, richly textured floor within a complete streetscape palette. Acceptable materials include poured in place concrete or pressed concrete pavers outside the Clear Zone, in a warm gray to tan range of color. Pressed concrete paver shapes should be limited to square or rectangular forms and patterns should have no more than three colors of pavers. In areas of streetscape reconstruction, porous pressed concrete pavers should be provided in a five foot band along the curb line, in alignment with the tree pits. In this manner, rainwater can percolate into the tree pit and contribute to the nourishment of the trees, while reducing storm water runoff. Additionally, sidewalk pavements must be ADA compliant, and should reference the most current Arlington County standards restricting use of beveled edge pavers.
Benches should be provided throughout the streetscape for the comfort and convenience of pedestrians. Benches should be contemporary in character and made of sustainably harvested wood, steel, or a combination of the two materials. Lengths may vary from four feet to eight feet in length. Benches with backs and armrests are preferred over backless benches for user comfort. A minimum of two benches per 100 linear feet of streetscape is recommended.
Planters
Freestanding planter pots can add to the color and texture of the streetscape. These should be provided within the shy zone or other furnishing zones, since any such planters would be furnished, installed, and maintained by the adjoining building owner or tenant. Planters should be simple in profile, contemporary in form, and precast concrete or cast stone in material. These should be a minimum of three feet square or round and a maximum of six feet square or round.
Tree pits are openings in the sidewalk pavement for street trees and are typically filled with groundcovers. Tree pits without tree grates are preferable, as they can contain additional low-profile plants which enrich the streetscape, cleanse the air, and soak up rainwater. These open tree pits should be surrounded by a low steel fence or edge that defines the opening, protects the tree, and prevents trampling of roots and groundcover. Such fencing should be 6 to 12 inches in height. When such tree pit fencing is provided, each tree within a block or building front should receive the fencing, for a uniform appearance.
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trash reCePtaCles
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Litter collection is a key to a cleaner, greener Crystal City. A single type of trash receptacle is recommended for unity and recognition by users. The preferred trash receptacle should be steel in material, with a removable lid or a side panel for ease of collection. A top compartment for recycling of cans and bottles is recommended. If these criteria cannot be met, then each trash receptacle should be partnered with one that is exclusively for recycled cans and bottles. One trash receptacle per 100 linear feet of streetscape is recommended.
Bicycle travel for commuting and recreation is a key part of the transformation of Crystal City. A single type of bicycle rack is recommended for unity and recognition by users. Primary factors influencing the selection and installation of bicycle racks include functionality and adaptability/ flexibility to different settings and clearances. Bicycle parking should be provided to accommodate two bicycles per 100 linear feet of streetscape.
Bollards are markers that separate pedestrian areas from automobile ways, promoting a safe pedestrian environment. They also establish a rhythmic element within a streetscape, and can be an important aesthetic design component. Bollards should be provided where there is no raised curb to separate a pedestrian walk from a vehicular lane. These should be simple in profile, contemporary in form, and steel in material. They should not exceed 3-6 in height and should be spaced between five and eight feet on-center for effective spatial definition.
tree grates
Cafe fenCing
Tree grates are an elegant solution to the accommodation of a tree pit within a narrow sidewalk, as they allow pedestrians to walk over the tree pit, avoid trip hazards, and prevent trampling of the trees roots. Tree grates should be composed of durable materials, preferably steel, and simple in form. All tree grates should have breakaway frames that allow for the growth of the tree trunk over time.
For sidewalk cafs and other purposes, moveable tables and chairs are important additions to the usability and comfort of a streetscape. Recommended materials include steel, aluminum, and sustainably harvested wood. Well-designed and durable furnishings made from recycled plastics are also encouraged. Many tables have central openings to accommodate umbrella shading, which extends the useful season for outdoor seating and is strongly encouraged.
Outdoor dining areas are encouraged on sidewalks, either in the caf shy zone adjacent to the building face or at curb side. For some retailers, a defined zone is vital to their business, and thus, temporary fencing or corralling of seating is desired. Such fencing is acceptable, as long as it is clearly moveable, with posts affixed to bases and not anchored permanently into the ground. Such temporary fencing should be two to three feet in height and may be of wood, steel, or aluminum. Railings may be fixed or flexible (rope or cable). Caf fencing shall not encroach upon the sidewalk Clear Zone within any streetscape.
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Saucer Magnolia
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4. ImplementatIon
The purpose of This plan is To esTablish The overall fuTure vision for CrysTal CiTy and To provide a framework To guide publiC and privaTe invesTmenT for The physiCal reviTalizaTion of The area.
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4.1 IntroductIon
The intent of this chapter is to identify some of the more tangible actions that need to be undertaken to implement the plan, rather than repeating all of the recommendations outlined in the Plans first three chapters. Therefore, the recommendations in this chapter include the more action-oriented elements of the plan, and may provide an expanded description of how these actions should be pursued. Organized by the following categories, the actions below are recommended to implement the Crystal City Sector Plan (also see Section 4.3, Implementation Matrix):
Land Use and Zoning Affordable Housing Transportation Public Open Space Community Building
In addition to the narrative description of action items provided in this chapter, an Implementation Matrix is also provided that summarizes each action item with corresponding information on timing, responsible agency(ies), mechanism(s), and potential funding sources.
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Environmental Sustainability
4.2 ImplementatIon
polIcy - BuIldIng Form and Improvement HeIgHts (B) ImplementatIon (I)
I1 develop financing tools beyond traditional community benefit to pay for infrastructure and other public improvements essential to the spirit of the illustrative plan in recognition of (1): the transformational nature of the crystal city redevelopment plan; (2): the limitations of developer contributions due to the high cost of demolition-replacement projects; and, (3) the need to implement the enhanced surface transit (streetcar) at the beginning of the redevelopment process. review future redevelopment activities in crystal city at a phased development site plan (pdsp) level, in accordance with the block boundaries outlined in the phased development site plan Block map, either prior to or concurrent with final site plans to ensure overall feasibility of achieving major plan improvements.
in this Crystal City Sector Plan. First, the boundaries of the study area, to be known as the Crystal City Coordinated Redevelopment District, should be delineated on the GLUP. The creation of this district would signal that all properties within its boundaries would be eligible for the special regulations and incentives recommended in the Plan and subject to urban design guidelines. Text describing the vision and goals for this district also should be added to the GLUP booklet and map. Action 3: Change land use designations and other elements on the GLUP map. (See Figure 4.2.1 and 4.2.2) In order to help implement the new Crystal City vision, existing land use patterns on the GLUP should be changed. Currently, the study area is designated a mix of Medium Residential, High-Medium Residential, High Residential, Service Commercial, Service Industry, Public, Low Office-ApartmentHotel and High Office-Apartment-Hotel. Much of the study area is shown with a striping pattern, the color and width of the stripes indicating the type and percentage of uses desired. As the Plan speaks to the recommended future use mix for Crystal City, there is no longer a need for the striping as amending the GLUP to solid colors for those designations would still allow for the full range of both existing and planned residential, commercial, and hotel uses. Changes to the GLUP should include the following:
I2
Change from a mix of Low OfficeApartment-Hotel and Medium Residential to solely Low OfficeApartment-Hotel for the area east of Crystal Drive from 12th Street South to the Airport Viaduct. Change from a mix of High OfficeApartment-Hotel and High Residential to solely High Office-Apartment-Hotel for the area east of Jefferson Davis Highway and west of Crystal Drive, from 12th Street South to just south of 27th Street South. Change from a mix of High Residential and Public to High Office-ApartmentHotel for the area bounded by Jefferson Davis Highway, South Eads Street, Army Navy Drive and a line level with the northeast corner of Eads Park. Add 26 triangle symbols, used to symbolize the general locations of open space, to the GLUP, to reflect the planned open spaces within the Crystal City Coordinated Redevelopment District. Change the street network on the GLUP within the Crystal City Coordinated Redevelopment District to reflect the planned street configuration. Amend the boundary of the Crystal City Metro Station Area on the back of the GLUP map to include the properties between South Eads Street and South Fern Street that front the south side of 23rd Street South.
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NOTE: 1. THIS AREA IS DESIGNATED AS THE CRySTAL CITy COORDINATED REDEVELOPMENT DISTRICT (CCCRD). FOR MORE DETAILED RECOMMENDATIONS ON LAND USE, BUILDING HEIGHTS AND FORM, TRANSPORTATION, OPEN SPACE, AND OTHER RECOMMENDATIONS IN THE CCCRD, PLEASE REFER TO CHAPTER 3, CRySTAL CITy SECTOR PLAN.
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project. Blocks currently subject to an approved joint site plan comprising multiple buildings and owners should be redeveloped through a joint PDSP, which may include an amended joint final site plan or the subdivision of a joint site plan into individual pieces. In all cases, applicants should meet with staff at the beginning of the project design process to refine and agree upon the appropriate boundaries for a PDSP on a case-by-case basis. In cases of significantly fragmented property ownership, the County may facilitate all parties involved in initiating conversations around a joint PDSP. Where a PDSP is proposed for less than a full-block, the applicant must demonstrate how such an approach would not preclude planned improvements. Generally, establishing full-block PDSPs are a lower priority for blocks that do not address critical common infrastructure elements, such as: reconfigured street network, new or enhanced public open space, combined parking facilities, new transit infrastructure, major utility relocations, or segments of the Underground. PDSP submissions linking development across multiple contiguous blocks (or only separated by a public right-of-way) should be explored to the extent that such linkages help balance economic feasibility issues for projects that would expedite the achievement of planned improvements. In order to ensure that future redevelopment in Crystal City takes place in a well-balanced manner, the Phased Development Site Plan process should be used to outline the appropriate phasing and timing of development relative to the achievement of critical public infrastructure specific to that PDSP. Administrative Regulation 4.1 Governing the Submittal of Site Plans should be referenced for additional information on the requirements regarding PDSP and ultimately final site plan submissions. Furthermore, as site plan proposals are being developed for new buildings, designs for such
projects must take into consideration existing adjacent uses/buildings and pertinent factors, including but not limited to, spatial separation, shadows, window placement, orientation, height, tapering, open space, location of access/loading and general design compatibility.
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Prioritize use of affordable housing contributions received through new site plan projects in the Crystal City Coordinated Redevelopment District for Affordable Housing Investment Fund (AHIF) loans for projects in Crystal City to commit additional affordable units and to extend the affordability term of existing committed affordable units approaching expiration. Action 9: Meet the Countys Goals and Targets for Affordable Housing. Review and evaluate proposals in the context of Arlingtons Goals and Targets for Affordable Housing and ensure that projects meet appropriate housing targets. Action 10: Utilize affordable housing financing tools. Lofts 590 Utilize an array of financing tools to achieve the Plans Policy Directives for housing, including: Low Income Housing Tax Credit (LIHTC) & other rental financing tools;
Affordable housing is a key policy interest throughout Arlington County. Within Crystal City and other Metro Station Areas, there is a particular need for new affordable housing options. Existing and new programs should be utilized to ensure that the creation of affordable housing is part of the next generation of redevelopment in Crystal City. Based on existing tools and practices employed by the County, below are a series of recommendations directed at increasing the quantity of affordable housing in this area. If additional tools are developed in the future, they should be evaluated to determine if they, too, can be effective in helping to achieve the affordable housing goals of this Plan.
that exceed the maximum standard site plan base density, an additional contribution will be negotiated based upon the amount of additional density, subject to the County policy at the time of the site plan application. In the context of all desired community benefits potentially achievable through the realization of this Plan, affordable housing is a high-priority. The goals described above can be viewed as aspirational, and establish general benchmarks to constantly aim for while recognizing they may not be achieved in all cases. Given existing conditions, economic feasibility challenges, and other factors, the ability that committed affordable housing may be achieved as part of an individual site plan will vary on a project-byproject basis. Furthermore, as provided in the Zoning Ordinance, in instances where the County Board determines that there are other compelling public priorities that may best be addressed by a particular site plan application, the Board may approve the total or partial substitution of the committed affordable units or cash contributions that could have otherwise been achieved as part of the project. The future evolution of Crystal City in accordance with the Plan will require such flexibility in order to realize both the preferred vision for Crystal City as well as additional committed affordable units in the area. Without redevelopment, the ability to achieve any new committed affordable units in Crystal City is severely limited, and so a balanced and flexible approach is needed to best respond to the specifics of an individual project at the time of its application. Action 7: Assist in developing long-term affordability plans. Conducting outreach to property owners with market-affordable units and those with committed affordable units approaching expiration is recommended to develop a long-term affordability plan, which could include use of Low Income Housing Tax Credits and/or County funding to rehabilitate the units and preserve affordability. Work with Crystal City multifamily property owners to explore ways to preserve the market rate affordable units for years to come. Action 8: Prioritize use of site plan cash contributions for projects within the planning area.
Moderate Income Purchase Assistance Program and (MIPAP+) financing tool to help moderate income households purchase new or renovated for-sale units.
Action 11: Work with the Housing Commission and other interested stakeholders to consider numeric goals and options for using other financing resources or tools that may be available or created. The Housing Commissions Tools & Trends subcommittee meets on a regular basis to examine the Countys affordable policies and practices related to land use and zoning tools. Working with staff, this subcommittee would organize a process and time line that would result in recommendations addressing achievement of affordable housing as described in the Crystal City Plan. Action 12: Encourage construction and utilization of accessible units. Continue development emphasis on the provision of affordable accessible units in numbers beyond the minimums required by construction/renovation codes. Implement leasing and marketing guidelines which maximize the possibility that such units are leased by households which need the accessible features, upon both initial and subsequent lease-ups.
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The following are locations where the existing street typology does not match the typology recommended in this Plan, and therefore their typologies should be redesignated in accordance with this Plans recommendations:
12th Street between Eads Street and Army Navy Drive; from Urban Center Local (non-arterial) to Type B-Primarily Urban Mixed-Use; 15th Street between Eads Street and Crystal Drive; from Type B-Primarily Urban Mixed-Use to Type A-Primarily Retail Oriented Mixed-Use; 18th Street between Eads and Crystal Drive; from Type B-Primarily Urban Mixed-Use to Type A-Primarily Retail Oriented Mixed-Use; 20th Street between Eads and Crystal Drive; from Type B-Primarily Urban Mixed-Use to Type A-Primarily Retail Oriented Mixed-Use; Crystal Drive between 20th Street and 15th Street; from Type B-Primarily Urban Mixed-Use to Type A-Primarily Retail Oriented Mixed-Use; Crystal Drive between 23rd Street and 26th Street; from Type B-Primarily Urban Mixed-Use to Type A-Primarily Retail Oriented Mixed-Use; Clark-Bell Street between 23rd Street and 27th Street; from Urban Center Local (non-arterial) to Type B-Primarily Urban Mixed-Use; 26th Street between Clark-Bell Street and Crystal Drive; from Urban Center Local (non-arterial) to Type B-Primarily Urban Mixed-Use; 27th Street between Jefferson Davis Highway and Crystal Drive; from Urban Center Local (non-arterial) to Type BPrimarily Urban Mixed-Use; Crystal Drive between 27th Street and 33rd Street; from Urban Center Local (non-arterial) to Type B-Primarily Urban Mixed-Use; and Fern Street between 18th Street and 19th Street; from Type B-Primarily Urban Mixed-Use to Neighborhood Minor (non-arterial).
4.2.4 transportatIon
This Plans transportation elements will influence the travel access and options that people will have in the Crystal City area. Improvements to the multimodal transportation network will focus on ensuring safe, comfortable access for everyone. Achieving these improvements will necessitate both public and private commitment towards funding a renewed infrastructure system for Crystal City (to be discussed further in the Economic Development section of this chapter). The Countys approach to achieving complete streets and a robust transit system will be applied to give greater priority to transit users, pedestrians and bicyclists. Effectively managed vehicular volumes and driver behavior will also ensure safe passage for those in surrounding residential neighborhoods. Encouraging everyone in Crystal City and surrounding neighborhoods to utilize transit, walking, bicycling, and other alternative forms of transportation will help increase connectivity while minimizing adverse impacts on the road network. To this end, off-street pedestrian and bicycle facilities will be improved to strengthen critical nonmotorized connections to local and regional facilities such as the Mount Vernon Trail and Four Mile Run Trail. With these efforts, a typical rush hour commute in the future Crystal City will exhibit people getting around by almost every available mode, strengthening Crystal Citys position as a truly multimodal community. In the realm of transit, Crystal City will see enhancements to existing Metrorail and VRE service. A new surface transitway system (streetcar) will be a great addition to the transportation network, providing local mobility within Crystal City while also connecting with the planned Columbia Pike system and Alexandrias planned network. Even though a substantial focus on transportation improvements for this Plan will be within Crystal City and Pentagon City, the performance of the larger system surrounding these areas will also be examined. As Crystal City grows and matures, ongoing monitoring will continue to assess whether resulting traffic impacts are occurring in the local street network, and if so, appropriate mitigation will be identified. As part of these efforts, the County will continue to analyze development proposals in the context of a projects transportation impacts and proposed mitigating strategies, including Transportation Impact Assessments (TIAs),
sidewalk improvements, and other measures. Transportation Demand Management (TDM) programs will continue to minimize unnecessary impacts on the transportation network in and around Crystal City, and traffic calming opportunities will continue to be implemented for qualifying areas. Wayfinding improvements can be made to establish community entrances at neighborhood boundaries involving identifiable landscape, public art, or architectural features to reinforce neighborhood identity and aesthetics.
transPortation actions
Action 13: Amend the Master Transportation Plan (Street Typology Map) to illustrate the recommended future street network in Crystal City and re-designate the typology of select street segments as needed. (See Figure 4.2.2 and 4.2.3) The purpose of the Master Transportation Plan (MTP), a component of the Countys Comprehensive Plan, is to guide those who make or explain decisions that affect Arlingtons transportation network, help the public understand the rationale behind the decisions, and assist stakeholders who choose to advocate for better implementation of County transportation policy. The role of the MTP is to promote effective travel and accessibility for the Countys residents, workers, and visitors through the year 2030, and it provides a policy framework to guide the development of projects and programs, advance the Countys goals and objectives, and help direct investment. To help accommodate planned growth in Crystal City, the MTP should be amended to adopt the reconfigured street network envisioned in this Plan. In the future, as areas of Crystal City are proposed for redevelopment, staff, residents, and other stakeholders should refer to the MTP when forming decisions relating to the street network. In 2008, the MTP was updated to establish a new arterial street typology to augment the existing functional classification system. The purpose of using a new typology is to better address the broader aspects of street function, such as framing building lots, setting block lengths, providing public space, and accommodating public transit and bicycle and pedestrian travel. For additional detail on the impact of the re-designations proposed below, please refer to the County MTP.
Redevelopment in Crystal City will offer the opportunity to modify the transportation system to better serve all transportation modes walking, transit use, bicycle riding, and driving. This Plan is premised on the expectation that over the next 50 years, buildings will be renovated, reconfigured, or demolished and replaced. Amid this change among private real properties, an improved
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Action 14: Manage the reconstruction and reconfiguration of Crystal Citys recommended Street and Transit Networks over time by strategically sequencing projects based on levels of priority as identified in the County Capital Improvements Program (CIP) and the ability to execute such projects with or without the redevelopment projects necessary to physically accommodate such construction.
system of public streets, intersections, trails, and transit services will need to emerge in phases to attract and support new development conditions. Specific details on how each recommended improvement could be sequenced over time in relation to existing or anticipated surrounding conditions are provided in the Crystal City Multimodal Transportation Study supporting document to this Plan. The Crystal City Sector Plan includes enhanced transit infrastructure, new streets, the realignment and reconfiguration of existing streets, major intersection reconfigurations, and a variety of improvements to non-motorized travel facilities. It will not be possible to implement recommended transportation network modifications in a single phase. Rather, the phasing of these transportation improvements is largely dependent upon the pace and timing of redevelopment and the phased implementation of the transitway, although anticipated phasing plans are provided for general guidance in the Multimodal Transportation Study. It is expected that interim alignments not depicted in the plan for streets proposed to be realigned will need to be accommodated in order to allow for the incremental realignment of such streets achieved through the phasing of redevelopment. Action 15: Establish the proposed enhanced surface transitway system ultimately with streetcar technology and amend the Master Transportation Plan (Transit Network Map) to reflect the phased alignment recommended in this Plan. The Crystal City/Potomac yard Transitway is a joint project by Arlington County and the City of Alexandria with the goal of providing a high capacity and high quality surface transit system in the five-mile corridor between the Pentagon and Pentagon City and the Braddock Road Metrorail Station. The proposed system would connect the proposed Columbia Pike Streetcar in Pentagon City and the Crystal City Metrorail Station, and serve the new development in Potomac yard. As recommended in this Plan, streetcar is the preferred technology for the transitway and should be implemented in a phased approach as facilitated by the timing of specific redevelopment projects. Action 16: Establish the new second entrance to the Crystal City Metro Station as recommended at the intersection of Crystal Drive and 18th Street. Access to the Crystal City Metrorail Station will be significantly improved by the creation of a second entrance, located in the vicinity of Crystal Drive and 18th Street. Given the significant cost of this improvement and the existing situation of mid-platform fare gates at the Crystal City station, an interim solution to improved access could be achieved via a covered connection to the mezzanine level of the station as part of planned improvements to the development located along the north side of 18th Street. However, the ultimate vision includes a new second direct entrance to the Metro station from the sidewalk or plaza environment around this intersection.
Action 17: Develop a Strategy for Enhancing the Multi-Faceted Role that the Underground serves in the Crystal City Community. As noted in several different parts of the Plan and as confirmed in Policy T6 which specifically deals with the Underground, this feature of Crystal City as it exists today already serves a multitude of different functions. In the context of several important objectives of the Plan, however, there is scope for substantial improvement. A strategy needs to be established from the outset, to serve as guidance during redevelopment, and to help ensure continued and improved efficacy of the following functions: a) facilitating and encouraging the increased use of public transit by providing a convenient and protected pathway to the Metro entrance(s) and the planned multimodal transit center; b) providing an added dimension to the walkability of Crystal City; c) containing space for retaining retail suited for interior locations as a complement to storefront retail while also providing additional access to such storefront retail; and d) offering excellent opportunities for the positioning of community/County services, arts & entertainment facilities, and community gathering space. Action 18: Amend the Master Transportation Plan (Bike and Trail Network Map) to reflect an enhanced pedestrian and bicycle network in the Crystal City area, and provide additional pedestrian and bicycle connectivity to public transit and the adjacent neighborhoods. This Plan includes enhanced pedestrian facilities within the sector plan area and connectivity to the adjacent commercial and residential areas. The Plan also highlights pedestrian travel from both the Metro and the proposed street car system to existing buildings and proposed redevelopment. As part of the implementation of this Plan a second entrance to the Metro Station will be needed at 18th Street and Crystal Drive because of the pedestrian connectivity between the Metro system and the proposed streetcar facility to the existing and future buildings. The Plan also focuses on an expanded bicycle network both within Crystal City and linking regional and local activity centers to the sector plan area. North/South bicycle travel will be on a revised one-way pair with travel southbound on Crystal Drive and travel northbound on Clark-Bell Street. New or improved access to Long Bridge Park, Potomac yard, Mount Vernon Trail, Four Mile Run Trail, and National Airport will also be top priorities within the Plan. Action 19: Employ Parking and Transportation Demand Management (TDM) Strategies for future redevelopment in Crystal City. In general, the Parking and Curb Space Management Element of the Countys Master Transportation Plan provides guidance in developing Crystal City Sector Plan recommendations. Specifically within Crystal City, the Plan recommends a parking ratio
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minimum of 1 space per 750 square feet to a maximum of 1 space per 1,000 square feet for office uses, and between 1 and 1.125 spaces per residential dwelling unit to support redevelopment and provide a better street and curb side environment. The curb side areas will provide locations for safety features, bus stops, taxi stands, car sharing places, deliveries, valet parking, and tour bus parking, with the balance accommodating short term parking spaces.
The Transportation Demand Management (TDM) Strategies will be based on the Countys Master Transportation Plan TDM Element. In Crystal City, TDM is both a set of guiding principles underlying Arlingtons development policy, and a set of services provided by Arlington County Commuter Services (ACCS) which together reduce demand for travel by single occupant vehicles (SOVs). The pedestrian-friendly, multi-modal design of Crystal City and the provision of many transportation options are intrinsic parts of the Countys TDM policy which are complemented by the services of ACCS to make sure that people understand and use the available alternatives to SOV travel. The Transportation Demand Management strategies outlined in the Sector Plan will enable more commuting trips into Crystal City to be made by non-SOV modes of travel. The plan recommends a decrease in the SOV mode share of the office worker commute trips. The mode split shifts will happen over the life of the plan as transit and nonmotorized transportation options increase and parking ratios are readjusted with new development. The future land use mix will also support additional non-SOV travel as new residents will be within walking distance of frequent high quality transit for travel within Crystal City into the District of Columbia and regionally within Northern Virginia. Action 20: Continue regular periodic monitoring of transportation impacts that may occur in Crystal City and surrounding neighborhoods, and implement mitigation measures as needed. Periodic monitoring of vehicular traffic volumes, speeds, and accidents in Crystal City and adjacent neighborhoods should be continued into the future as part of the Countys regular traffic data collection program to monitor any potential changes
in travel patterns that may occur over time. Examples of specific streets that will be monitored regularly include Crystal Drive, Clark-Bell Street, 15th Street, 18th Street, 23rd Street, and Arlington Ridge Road, among others. The maximum allowable threshold for the Crystal City area will be a five percent increase in average daily vehicle trips through 2030, and trip growth on no local street shall exceed five percent growth as a result of development in Crystal City before 2030. As standard procedure, proposed site plan developments will continue to submit to the County traffic impact analyses that depict projected traffic impacts from individual projects. In instances where traffic pattern changes significantly reduce safety, mitigation and other necessary improvements will be considered for implementation, based upon the standards and criteria of the Neighborhood Traffic Calming program that focus on safety and speed issues. If mitigation is needed, funding will be ensured to implement improvements in a timely fashion. Examples of potential mitigation strategies include increased transportation demand management resources in Crystal City to direct trips away from single occupancy vehicles, additional bus service to make transit more attractive, and working with regional partners on other efforts. Respecting the Plans measures to direct traffic to major arterials and multi-modal network elements and to avoid street designs that increase cut through traffic into adjacent single-family neighborhoods should prevent or limit any resulting notable changes in traffic patterns. Action 21: Continue to explore opportunities for additional cross-streets and pedestrian passageways to enhance overall accessibility and circulation conditions by breaking up the existing super block pattern of development. The series of plan recommendations pertaining to block structure, street network, pedestrian connections, and similar components are based largely on assumptions regarding areas expected to redevelop versus areas that are not. Accordingly, the plan calls for new and or improved streets and other pedestrian only connections in a number of locations where future development activity was assumed. Even still, it is possible that areas not anticipated for redevelopment will be proposed for redevelopment. In such cases, the planning and design of these projects must include conversations that thoroughly explore the potential for new street and pedestrian connections not currently depicted in the recommended street network and Illustrative Concept Plan.
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facilitates the achievement of these spaces. It is critical that the spaces not only meet the recommended sizes, but that they are also designed free of any non-recreational facilities, structures, or access that would inhibit the recreational use of the space (such as large utility boxes, storage facilities, etc.). Open spaces that are noted as being defined by build-to lines have locations that are generally fixed, while spaces not defined by build-to lines have greater flexibility in their exact location. In all cases, their size should achieve the target size listed in Table 3.7.1. Some of the spaces included in the map exist today and should be targeted for physical improvements and new assurances of public access. In addition, as individual site plans are proposed for Crystal City, opportunities should be pursued to increase the public open space beyond what is shown in Figure. 3.7.3. Action 23: Phase the displacement of any existing public open space with the creation of new public open space or with commensurate physical improvements to an existing public open space. Ensure either public access easements or public ownership in all instances. In 2009, Crystal City has approximately 10.6 acres of existing public open space, much of which is located east of Crystal Drive. As the plan envisions the infill of some of these open spaces in order to allow for the creation of new public open spaces more equally distributed throughout the area, the relative timing of the loss of existing public open spaces and creation of new such spaces, or major physical improvements to existing spaces, will require careful attention. To this end, redevelopment proposals that will result in the loss of an existing public open space that is widely used by and accessible to the general public should only be approved when the proposal includes a viable strategy for concurrently achieving a new public open space as outlined in the Plan. Or, when no new public open space is envisioned for a particular area, timely execution of physical improvements to existing public open spaces can also fulfill the requirement. With regard to the proposed infill development at the existing public open space in front of 2121 Crystal Drive, Policy Directive P3 was established to ensure that this space that is highly valued by the community is not lost prior to the creation of Center Park. In all cases, new and or improved public open spaces will require public access easements or public ownership when they are addressed as part of a development proposal. Action 24: Ensure that a balance between active and passive recreational opportunities is achieved in the Crystal City public open space network. The park design concepts and recommendations presented in this Plan should serve as a starting point for future discussions on the appropriate design and development of each individual park. As land becomes available through the redevelopment time line, the County should initiate a formal master planning process for significant public open spaces that will be publicly owned.
Action 25: Continually explore opportunities that arise through individual site plans, phased development site plans, and redesign of other public and private spaces to provide additional green park spaces and other public open spaces, including public access to rooftops, beyond those identified on the public open space map. In addition, consider enhanced treatments to pedestrian connections linking park spaces. To complement the public open space network to be achieved through Action 22, this task focuses on a continual effort to seek potential additional open space, of various kinds, that could be achieved in the course of reviewing and approving individual site plan development proposals. This effort is particularly important should there be the opportunity to achieve additional open space through the redevelopment of areas not envisioned in the Plan. Action 26: Encourage the inclusion of a diverse mix of active recreational facilities within residential and commercial developments to help meet the needs of Crystal Citys future populations. Site plan applications should include active recreational facilities within the development that will contribute toward meeting the recreational needs of their residents and employees. A new development could include rooftop pools, indoor and outdoor courts, outdoor Petanque courts, as well as other innovative designs that are ideal for urban areas. The potential for public access to these facilities should be explored on a project by project basis. Action 27: Adequately maintain and improve, as needed, recreational facilities in surrounding areas that directly service the needs of the Crystal City and neighboring populations. For purposes of this planning effort, the identification of new public open spaces was correlated geographically with the extent of the planning area for redevelopment. However, the planning area boundaries, as discussed elsewhere in this plan, often do not function as actual boundaries in terms of the daily lives of workers, visitors, and residents of the area. In the future as occurs today, its envisioned that people will utilize the existing open space facilities outside of but easily accessible to Crystal City. As the population in the area increases the County will strive to meet additional demands on the parks with additional or upgraded facilities as funding becomes available. Action 28: Maximize opportunities to increase tree canopy coverage throughout Crystal City. Public open spaces should be designed with increased tree canopy coverage in mind while balancing the specific programmatic needs of the site. Site plan applications should include landscape plans that incorporate schemes for robust tree plantings as part of streetscapes, courtyards, and surrounding landscape areas. Furthermore, the County should pursue nearterm street tree planting opportunities in areas where near- or mid-term redevelopment is not envisioned, especially as part of local roadway improvement projects.
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Action 29: Develop a more detailed strategy for ensuring the creation of Center Park. A more detailed strategy or set of strategies for achieving Center Park should be developed following plan adoption. Any such strategies should be developed with consideration for broader County open space policies, practices, and tools and may involve linkages or trigger mechanisms that connect the timing of potential future redevelopment projects with the provision of Center Park.
Action 33: Provide Community Amenities. In order for Crystal City to become a sustainable and self-sufficient urban village, various community amenities must be provided. Residential, office, retail, hotel and entertainment development are not enough. Day care facilities, grocery stores, community meeting spaces, elder care facilities, adult leisure/learning centers, civic centers, urgent and general health care facilities and the like are integral components of a complete community where residents, workers and visitors may live, work and play. As Crystal City redevelops, demand for such amenities will increase. Through the site plan process, County staff will encourage developers to provide such amenities as part of their community benefits packages. Action 34: Provide Civic Services. In addition to community amenities and infrastructure, polling places, a school, a fire station, a police sub-station, a recreation center, a library and other civic services are also necessary to building a truly mixed-use community that is safe, secure, self-reliant and vibrant. Just beyond the Crystal City planning area are existing or emerging facilities that provide some of these key services to existing residents Aurora Hills Community Center and Library, and Long Bridge Park; these and other civic services will be provided as a matter of course by the County government as Crystal City redevelops and defined service need benchmarks are reached. The County will closely monitor population numbers and proactively plan for future needs, including services and facilities. Plans will be developed in the context of the surrounding area and overall service network. For example, the number of school age children currently living in and projected to live in Crystal City will be monitored and interim and long-term plans will be developed to ensure adequate bus routes, facilities, and the like. As space is limited, creative opportunities to incorporate these program elements into larger development projects or joint-facilities will be explored and encouraged.
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environment in Crystal City and its overall environmental impacts. The actions specified below build off the recommendations in Chapter 3 and are aimed to help maximize Crystal Citys environmentally sustainability in the future.
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needed to support future development in Crystal City, the County is poised to turn this Plan into an investment that over time results in substantial revenues returned to the County from the initial investment. Actual results will vary on a project-by-project basis. The returns, shown as tax revenues gained, from three projects are illustrated in Chart 4.2.2, which shows the difference between existing and future tax revenues from three projects proposed in the Crystal City plan. The three different projects represent high, medium and low density replacement. The high is an instance where two new buildings replace one existing building (Crystal Plaza 5); the medium density level represents the plans typical density replacement factor of 2.5, with one new building replacing an existing building (Crystal Mall 1); the low density level is a case where a mediumsized new building replaces an existing building (Crystal Square 3). In these instances, the annual tax revenue increase for redevelopment ranges from $1,728,928 to $5,896,240. Providing a Set of Tools to Fund and Facilitate Implementation of the Crystal City Plan To pursue the funding of plan level projects to achieve the public infrastructure critical to the Crystal City Plan in a timely fashion, the County should consider the
Source: RCLCO and AED plan. Phase 1 is projected to have $72 million in improvements costs and about $32 million in net new tax revenue. Phase 2 is projected to have $90 million in improvements costs and about $167 million in net new tax revenue. In both phases, this illustration assumes that the revenue is unleveraged with bonds or debt. In other words, the revenues illustrated in Figure 1 do not account for other potential funds the County could access by executing bonds that could be paid off by this additional revenue stream. In the phases beyond 2020, net new tax revenues continue to outpace improvements costs. The net increase in revenues over 20 years is projected to be $772.9 million, which would exceed the expected improvements costs over that period ($233 million) by more than three times. Improvements Necessary to Support Redevelopment Improvements vary in size, scope and cost, and have relationships to specific sites and Crystal City as a whole. For the purposes of this discussion, site-level improvements are physically or functionally linked to a development project, which are typical improvements common in site plan projects in Arlington. Neighborhoodlevel improvements are part of systems in Crystal City and beyond, which are more typical of public infrastructure to support a geographical area or the community overall. Table 4.2.1 shows examples of site-level and neighborhood-level improvements. The County typically achieves site-level improvements through Special Exception provisions of the Zoning Ordinance. Neighborhood-level transit, roadways, and open space often require dedicated, multiyear funding sources supported through the Countys CIP process. These financing tools are discussed in the next section. While there are instances where typical site plans have provided elements such as construction of a new street segment or plaza, the significant scale of existing development to be redeveloped in tandem with the major scope of infrastructure improvements planned for Crystal City push these categories of elements into neighborhood-level improvements. However, in addition to the multi-year funding sources supported by the CIP, projects would be able to exceed densities shown in the Base Densities Map by providing development contributions towards achieving these neighborhood-level improvements depending on project financial feasibility. The following provides examples of neighborhood-level improvements, and a project representing each type. Cost of Improvements Staff estimated costs for neighborhoodlevel transit, roadway and open space improvements during the first twenty years (2011 2030) of redevelopment. Estimates include construction of transit components, major roadway improvements, and construction of physical improvements to open spaces. Estimates do not include site-level improvements such as utility relocations, Leadership in Energy and Environmental Design (LEED) elements, public art installations, streetscape improvements, land area for roads, land area for parks and Transportation Demand Management elements, as such costs would be addressed during the redevelopment of specific sites. Table 4.2.3 summarizes estimated costs by type and by phase for neighborhoodlevel transit, roadway, and open space improvements. The costs depicted herein reflect order of magnitude cost estimates for planning purposes, and will be subject to refinement as these projects are advanced. Project-by-Project Implications Implementing the Crystal City plan has two main barriers: (1) building the infrastructure, and (2) persuading property owners to choose a more risky and time-consuming redevelopment option over a safer renovation option. Renovation does not serve the plan well because it fails to realign building footprints and, by extension, the street, open space, and transit networks. It also generates less tax revenue than redevelopment. Therefore the County needs redevelopment to be the economically viable choice, and is encouraging redevelopment through potential increases in density recommended in this Plan. By responsibly planning for additional development as well as identifying and funding the costs of public infrastructure
NEIGHBORHOOD-LEVEL IMPROVEMENTS TRANSIT NETWORk ROADWAy NETWORk OPEN SPACE PHySICAL IMPROVEMENTS
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STREETCAR, STREETCAR FROM METRO STATION, COUNTy LINE TO ENTRANCES, STREET PENTAGON CITy. FACILITIES. STREET RECONSTRUCTION, RECONFIGURATION, ExTENSION, RAMPS, INTERCHANGES. REALIGNMENT AND RECONSTRUCTION OF CLARk-BELL STREET.
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following recommendations to facilitate implementation of the Crystal City Plan. As outlined below, a varied combination of funding sources is recommended given the public-private partnership nature of achieving planned infrastructure improvements. While the list below includes the recommended set of tools at the time of plan adoption, it is possible that other funding sources and tools may become available throughout the life of the plan and consideration of such tools is not precluded. Action 37: Create a special section of the Arlington County Capital Improvement Program (CIP) for Crystal City Plan improvements. Evaluate the six-year plan every two years, as part of the biennial update to the CIP, to identify priority projects and best align infrastructure with redevelopment goals. Funding for the Crystal City Plan CIP items will come from a combination of sources including Transportation Investment Funding, state and federal transportation dollars, paygo funds, debt financing, and tax increment or other tax sources. All of the Countys normal financing mechanisms to support public improvements should be used in Crystal City. Among these are the following:
Source: RCLCO and AED Finance, Community Development Authority (CDA)) bond markets, which do not have County credit support. In the process of developing biennial CIP programs for Crystal City public infrastructure, staff will evaluate how the proposed financing mechanisms and level of debt will impact the Countys debt capacity. In many cases, planned public infrastructure improvements cannot be implemented until adjacent redevelopment is undertaken, and vice versa. As an example, the planned redevelopment along the north side of 23rd Street between Jefferson Davis Highway and Crystal Drive cannot occur without the reconfiguration of 23rd Street. Similarly, the full realignment of Clark-Bell Street between 20th and 23rd Streets cannot be achieve until the existing Crystal Plaza 1 and Plaza 6 buildings are redeveloped. Therefore, discussions surrounding the biennial review of the CIP should include conversations with major property owners/developers in Crystal City to ensure that the timing of planned improvements reflected in the CIP are accurately aligned with the intended time frames for construction of pertinent redevelopment projects. Action 38: Utilize Tax Increment Funding (TIF) to support the implementation of planned public infrastructure improvements in Crystal City. The proposed TIF approach provides a mechanism to collect incremental tax revenue to support public infrastructure improvements, either as a revenue stream for issued bonds or in a pay-as-you-go fashion. TIF is a tool that is associated with a specific geographic area within which a portion of the incremental tax revenues are directed to carry out improvements. As currently conceived, the boundaries of the proposed district would include the Crystal City Metro Station area (inclusive of Potomac yard), and may also include the Pentagon City Metro Station area. Once the district is created and the geographic area defined, a baseline should be established immediately so that during the first CIP cycle (Fy2011-16), incremental tax revenue growth could be tracked above the baseline. In the process of developing a TIF mechanism, a specific percentage of the tax increment will be identified as the relative amount of new tax revenue that will be placed into a TIF fund to support the cost of infrastructure projects within the district, with the remaining balance going into the General Fund to support Countywide services. Once put into effect the district would allow financing as needed. Throughout the process, staff also considered CDA financing for inclusion among the recommended funding tools. A CDA is a quasi-governmental authority with the power to issue bonds to pay for infrastructure improvements in a targeted area. The Virginia Code authorizes CDAs under the Virginia Water and Waste Authorities Act, Title 15.2, Chapter 51. Ultimately the CDA is not part of this package because it does not offer meaningful functions beyond those the County can execute through a TIF district or other mechanisms. Moreover where financing options between CDA and County overlap, the County is often in a position to achieve a lower cost. For example, CDA bonds are unrated, which means they would have a much higher borrowing cost and may be harder to sell than County-issued bonds, which carry top ratings. Application of County credit support to a financing mechanism that is supported by a TIF district offers the County greater control. Lastly, the CDA could present unintended consequences with respect to governance and repayment responsibility. Regardless, creation of a CDA would require a substantial amount of legal, financial and public policy analysis, which would take six to twelve months to complete. A TIF district can be created much more simply and does not preclude consideration of a CDA at any point in the future.
Federal and state- transit funds may operate on a matching basis, or they may be obtained as initiatives arise. Federal programs meriting special attention include Small Starts and New Starts. State programs may match local investments in transit at 25 percent of the local commitment. Federal and state highway programs are included as applicable for road work. The County will continue to aggressively pursue state and federal grants for Crystal City transportation projects. County sources include the Transportation Investment Fund and the pay-go and debt financing functions. The Transportation Investment Fund is currently supported by a countywide commercial real estate tax of 12.5 cents per $100 of assessed value. It could be short-term funding or security on longer-term obligations. For debt financing the County issuance options include IDA annual appropriation bonds and general obligation bonds. General obligation bonds are backed by the Countys general taxing power and are the lowest cost financing option. They are included in the Countys debt limitations and subject to referenda. IDA appropriation-backed bonds typically bear a slightly higher interest rate than general obligation bonds. However, the interest rate would be several percentage points lower than those in the non-rated (i.e. Tax Increment
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Action 39: Establish a Crystal City Fund. The proposed Crystal City Fund would function like the existing Rosslyn Fund. Where negotiated community benefit contributions result from redevelopment projects, such contributions could be cash payments into a fund dedicated to public improvements or other community enhancements with public purposes within Crystal City.
Crystal City Task Force Session opportunities should be explored whereby any of these facilities are not being wholly provided for by the public sector. Action 41: Continue Coordination Efforts with FAA and Related Stakeholders. The collaboration of the County and the FAA to evaluate potential impacts of increased building heights in the Plan on regional airspace and operations around Reagan National Airport was a critical step in ensuring that Plan implementation would not adversely effect airport operations. The evaluations results indicate no significant issues relating to buildings assumed for the first increment based on existing conditions. Approval of the buildings in the second and third increments would require a technology called radar track fusion between multiple radar installations in the region. While this technology is anticipated to be in place before the second increment buildings, ongoing coordination between the County and FAA would provide opportunities for regular information sharing and pertinent status updates. The County and FAA should reconvene on an annual or biannual basis to reassess the proposals and likely timing of redevelopment and implementation of new technologies (i.e. track fusion and GPS). Components of this process would include: a) Outlining the format and data required for a biennial report to the County Board on progress on implementation actions, any areas of nonconformance with the Plan resulting from by-right development or negotiated through site plan, adverse impacts of Plan implementation, changes in occupancy rates of office space and hotel rooms, traffic counts on roads within or connecting to the Plan area, achievement of community services, parks, and other community amenities, and other elements identified by the Review Council, County Board, or staff. b) Establishing and implementing a meeting schedule for the Review Council that provides for interim progress reports by staff and for review of the biennial report developed by staff. Action 43: Working with representatives of the adjacent civic associations and representatives from the Review Council and Planning Commission, conduct a follow-up effort to develop additional urban design guidelines addressing the transition area between Crystal City and the single-family home neighborhoods. While the Sector Plan includes macro level planning recommendations pertaining to the area on the east side of Eads and Fern Streets, it does not get into the next level of detail that depicts, in a detailed fashion, what the vision truly is for the transition and edge area between Crystal City and the neighborhoods. A new effort should be worked into the CPHD, Planning Division work plan for a study or plan that better defines what the transition should be like, and could include design guidelines to help communicate that vision. Should a community wide planning effort be undertaken to review edge conditions in the County, this effort could be folded into that planning process.
Urgent Medical Care Facilities; Child/Adult day Care Centers; Community/Civic Centers, Cultural Facilities, Educational Facilities, or Meeting Spaces; Full Service Grocery Stores; Police or Fire Stations; Rehearsal or Performance Space for Arts/Culture Groups; and Polling Places.
To the extent that these facilities and services can be provided as part of future redevelopment projects, consideration should be given to exempting the density programmed for such spaces from the overall density calculations. Additionally, other creative public-private partnership
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2. Designate the Crystal City Coordinated Revitalization District . (See Figure 4.2.1) Change land use designations and other elements on the GLUP Map. (See Figure 4.2.1 and 4.2.2) a.) Change from a mix of Low Office-Apartment-Hotel and Medium Residential to solely Low Office-ApartmentHotel for the area east of Crystal Drive from 12th Street South to the Airport Viaduct. b.) Change from a mix of High Office-Apartment-Hotel and High Residential to solely High Office-Apartment-Hotel for the area east of Jefferson Davis Highway and west of Crystal Drive, from 12th Street South to just south of 27th Street South. c.) Change from a mix of High Residential and Public to High Office-Apartment-Hotel for the area bounded by Jefferson Davis Highway, South Eads Street, Army Navy Drive and a line level with the northeast corner of Eads Park. d.) Add 26 triangle symbols to the GLUP to indicate the general locations of public open space, to reflect the planned open spaces within the Crystal City Coordinated Revitalization District. e.) Change the street network on the GLUP within the Crystal City Coordinated Revitalization District to reflect the planned street configuration. f.) Amend the boundary of the Crystal City Metro Station Area on the back of the GLUP map to include the properties between South Eads Street and South Fern Street that front the south side of 23rd Street South. ST CPHD
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Prioritize use of site plan cash contributions for projects within the planning area. Meet the Countys Goals and Targets for Affordable Housing.
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Work with the Housing Commission and other interested stakeholders to consider numeric goals and options for using financial resources or tools that may be available or created.
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Amend the Master Transportation Plan (Street Typology Map) to illustrate the recommended future street network in Crystal City and re-designate the typology of select street segments as needed. (See Figure 4.2.2 and 4.2.3). Manage the reconstruction and reconfiguration of Crystal Citys recommended Street and Transit Networks over time by strategically sequencing projects based on levels of priority as identified in the County Capital Improvements Program (CIP) and the ability to execute such projects with or without the redevelopment projects necessary to physically accommodate such construction. Establish the proposed enhanced surface transitway system ultimately with streetcar technology and amend the Master Transportation Plan (Transit Network Map) to reflect the phased alignment recommended in this Plan. Establish the new second entrance to the Crystal City Metro Station as recommended at the intersection of Crystal Drive and 18th Street. Develop a strategy for enhancing the multi-faceted role that the Underground serves in the Crystal City community. Amend the Master Transportation Plan (Bike and Trail Network Map) to reflect an enhanced pedestrian and bicycle network in the Crystal City area, and provide additional pedestrian and bicycle connectivity to public transit and the adjacent neighborhoods. Employ Parking and Transportation Demand Management (TDM) Strategies for future redevelopment in Crystal City. Continue regular periodic monitoring of transportation impacts that may occur in Crystal City and surrounding neighborhoods, and implement mitigation measures as needed. Continue to explore opportunities for additional cross-streets and pedestrian passageways to enhance overall accessibility and circulation conditions by breaking up the existing super block pattern of development.
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FundIng source(s)
22.
Create, improve, and or maintain public open spaces in Crystal City at the locations and general target sizes indicated in the Public Open Space Map (Figure 3.7.3.) and Open Space Design Concepts Table (Table 3.7.1). Phase the displacement of any existing public open space with the creation of new public open space or with commensurate physical improvements to an existing public open space. Ensure either public access easements or public ownership in all instances. Ensure that a balance between active and passive recreational opportunities is achieved in the Crystal City public open space network. Continually explore opportunities that arise through individual site plans, phased development site plans, and redesign of other public and private spaces to provide additional green park spaces and other public open spaces, including public access to rooftops, beyond those identified on the public open space map. In addition, consider enhanced treatments to pedestrian connections linking park spaces. Encourage the inclusion of a diverse mix of active recreational facilities within residential and commercial developments to help meet needs of Crystal Citys future populations. Adequately maintain and improve, as needed, recreational facilities in surrounding areas that directly service the needs of the Crystal City and neighboring populations. Maximize opportunities to increase tree canopy coverage throughout Crystal City. Develop a more detailed strategy for ensuring the creation of Center Park.
Local, Other
23.
24. 25.
O O
O O O ST
PRCR PRCR PRCR DES PRCR CPHD AED CPHD AED CPHD CPHD
Special Exception
Special Exception
communIty BuIldIng
30. 31. Encourage the formation of a new civic association(s) in Crystal City. Continue working with the Crystal City Business Improvement District (BID) and other parties to maintain event programming and branding as a high priority and help contribute to the neighborhoods overall vitality. In areas adjacent to Crystal City, employ the Neighborhood Conservation program or other appropriate County programs as a means of achieving desired capital improvement projects. Provide Community Amenities. Provide Civic Services. MT MT
32.
33. 34.
O O
envIronmental sustaInaBIlIty
35. 36. Determine District Energy Options. Continue Green Building programs and other initiatives to ensure individual buildings are constructed to be as environmentally friendly as feasible. Create a special section of the Arlington County Capital Improvement Program (CIP) for Crystal City Plan improvements. Evaluate the six-year plan every two years, as part of the biennial update to the CIP, to identify priority projects and best align infrastructure with redevelopment goals. Utilize Tax Increment Funding (TIF) to support the implementation of planned public infrastructure improvements in Crystal City. Establish a Crystal City Fund. Employ density exemptions for priority community oriented services. Continue coordination efforts with FAA and related stakeholders. ST O
economIc development
37. ST; O DES PRCR AED CPHD AED DMF AED DMF CPHD AED CPHD DES PRCR AED CPHD DES PRCR AED CPHD Special Exception Special Exception
38.
ST; O
ST O O
43.
MT
1 C-Completed; O-Ongoing; ST - Short Term (1-2 years); MT - Mid Term (3-5 years); LT - Long Term (5 years or longer)
ImplementatIon
149
150
151
appendIx 1
adopTion of This plan refleCTs The exTraordinary CapaCiTy and spiriT of arlingTon. braC Could have devasTaTed This neighborhood. insTead, we are using iT as an opporTuniTy To re-imagine a Thriving CommuniTy... This is a landmark aChievemenT ThaT provides The vision and The roadmap To ensure an exCiTing fuTure for CrysTal CiTy.
CounTy board Chairman
Jay fiseTTe
152
appendIx 2
resolutIon aFFIrmIng arlIngton countys commItment to tHe ImplementatIon oF transportatIon InFrastructure For crystal cIty specIFIcally tHe constructIon and operatIon oF a revIsed street system and streetcar lIne
adoPted By the arlinGton coUnty Board on sePtemBer 28, 2010
WHEREAS, the County Board of Arlington County has been presented with a proposed Crystal City Sector Plan to serve as the long range planning guide for the redevelopment and revitalization of Crystal City over the next forty years; and WHEREAS, the Sector Plan communicates a preferred vision for Crystal City as a complete, urban community, and a vibrant and attractive urban village, with new and improved public open spaces, streets and streetcar facilities along with other plan improvements of high quality; and WHEREAS, the Sector Plan projects a near doubling of Crystal City residents and a 50% increase in jobs over the life of the Plan; and WHEREAS, the Crystal City Sector Plan recommends the implementation of several transportation components providing for improved mobility and accessibility through expanding travel options for residents, workers and visitors to Crystal City inclusive of expanded transit facilities/services centered on a new streetcar line, as well as expanded facilities to improve conditions for walking and bicycling; and WHEREAS, the Crystal City Sector Plan also focuses on transportation demand management, reductions in vehicular traffic, and the protection of adjacent residential areas from increased vehicular traffic and safety impacts; and WHEREAS, the success of the Crystal City Plan requires a multi-modal transportation infrastructure to achieve the vision of an urban environment where reliance on the automobile is not required, to accommodate new development, and to minimize adverse impacts on the performance of the street network; and WHEREAS, achieving expeditious construction and operation of the streetcar and supporting street projects is necessary to meet the transportation and development demands contained in the Plan; and NOW, THEREFORE, be it resolved that the Arlington County Board as an integral part of its approval and adoption of the Crystal City Sector Plan AND this Transportation Infrastructure Implementation Resolution hereby commits to the construction and operation of a revised street system and streetcar line as described in the Plan and, directs that all prudent and necessary steps be expeditiously undertaken to construct the necessary infrastructure and operate a streetcar line according to the routing and system parameters prescribed in the Crystal City Sector Plan. BE IT FURTHER RESOLVED, that the County Manager is directed to immediately take all prudent and practicable implementation actions - including those actions listed in the following table and all matters requiring County Board approval - for the construction and operation of the system using tax increment financing (TIF) and other available funding sources. Recognizing the need to move forward with the proposed capital program in an expeditious manner, the financing plan, while not precluding the use of federal or state funding, shall not be contingent upon their use.
SCHEDULE
TRANSPORTATION INFRASTRUCTURE IMPLEMENTATION PLAN CONTINGENCy FUNDING START-UP STAFFING PROCUREMENT METHODOLOGIES (E.G. DESIGN-BUILD, DESIGN-BID-BUILD, ETC.) RIGHTS-OF-WAy ENGINEERING CONTRACT PREPARATION/ADMINISTRATION STREETCAR PROGRAM A&E CONTRACTOR SELECTION FOR PRELIMINARy ENGINEERING AND ENVIRONMENTAL DOCUMENTATION CB CONTRACT AWARD
NOVEMBER 2010
appendix 3
Board Guidance for the implementation and elaBoration of the crystal city sector plan
Adopted by the Arlington County boArd on September 28, 2010 (NOTE: To the extent that the Board guidance differs from recommendations in the Sector Plan, the wording and intent of the Board Guidance shall govern.)
The County Board affirms that the Goals and Objectives adopted by the County Board in December 13, 2008 (p. 26-27) articulate our vision for a rebuilt Crystal City. It further affirms that the Policy Directives, adopted at the same meeting (p. 28-29), provide additional guidance for future Crystal City decision-making. The Crystal City Sector Plan (Sector Plan) is an expression of the Goals, Objectives, and Policy Directives, based on the best information available today. We expect the Goals and Objectives to provide a clear vision for the next 40 years. At the same time, we fully expect that this particular Sector Plan, like other long-range Arlington plans, will be revisited and modified as necessary during the remaking of Crystal City. In areas of the Sector Plan noted below, the Board anticipates continued work and planning (to include PDSPs, park master plans, site plans, etc.). We hereby establish a Crystal City Citizen Review Council (CCCRC) to provide, with staff support, on-going monitoring and evaluation of all dimensions of the Sector Plan to assure achievement of the Goals and Objectives over the life of the Sector Plan (see f below). a) Housing The County Board affirms its commitment to creating a mixed income community with a sufficiently broad range of housing sizes and price points so that those who work in Crystal City have affordable opportunities to live there. Recognizing that application of the Arlington Housing Ordinance (Section 36H.6 of the Arlington County Zoning Ordinance) has the potential to contribute significantly to the AHIF fund, we specifically charge the CCCRC and the Housing Commission - aided by applicable findings from the Columbia Pike Housing Study - with searching for and recommending new ways to achieve at least 800 additional committed or market rate affordable units above the 1,200 committed affordable units projected in the Sector Plan in Crystal City at build-out. b) Public Space The County Board asserts that sufficient, appropriate public spaces in the envisioned built-out, urban environment are critical to the livability of Crystal City. We confirm the Sector Plans aspiration of a high quality open space within a short walk of every building in the sector. We look forward to the creation of an integrated system of well-planned, urban public spaces that serve a range of users who have varying needs - including at least one significant center space - recognizing that additional discussion of placement and orientation of open space may occur during the development of PDSPs. Opportunities to achieve public open spaces above those identified in the Sector Plan should be explored in each PDSP and achieved, where feasible, with an aspiration for 14-15 acres of the land area east of Jefferson Davis Highway realized as publicly-available open space. Furthermore, we commit to integrating Long Bridge Park as a major open space attraction for Crystal City. c) Connectivity The County Board confirms that a vibrant pedestrian realm is a critical Sector Plan Goal. The Board also recognizes that the Crystal City block structures on the maps in the Plan depict many superblocks with perimeters that limit connectivity and that may discourage pedestrian activity. Opportunities to create additional crossstreets and pedestrian passageways on the east side of Jefferson Davis Highway and not depicted on the adopted maps should be explored and encouraged. As the Sector Plan is implemented, to assure the free flow of commerce, enhance connectivity and/or achieve other important Sector Plan goals, floor plates or building footprints may need to be reoriented or adjusted. d) Transportation Infrastructure Recognizing that success of the Sector Plan depends critically upon substantial increases in the non-automobile mode share, both to accommodate new development and to minimize adverse impacts on the performance of the street network that would result from significant increases in vehicular traffic, the County Board is committed to providing the multi-modal transportation infrastructure necessary to achieve the vision of an urban environment where reliance on the automobile is not required. To that end the Board will establish a Tax Increment Financing (TIF) district and develop and implement a plan with clear public mileposts that are not contingent upon federal or state funding and that achieves the desired streetcar and associated street projects as expeditiously as possible while preserving the on-going functionality of the transportation system supporting this vital mixed-use area. (see Resolution Affirming Arlington Countys Commitment to the Implementation of Transportation Infrastructure for Crystal City.) e) Energy The County Board encourages landowners as part of all Crystal City development proposals to explore energy options, including district energy, that improve Crystal Citys economic competitiveness, supply flexibility and reliability; create pricing that benefits property owners and tenants; and reduce green house gas emissions in the area. To help meet the Sector Plans sustainability goals, all building design, construction, renovation and maintenance should result in substantially better energy performance. Both renovation and construction projects should be designed and built with a preference for easy conversion to district energy systems.
154
f) Monitoring Progress on the Plan - The Crystal City Citizen Review Council (CCCRC) The County Board establishes a standing Crystal City Citizen Review Council, comprised of Crystal City (CC) residents, CC business owners, CC landowners, adjacent civic association representatives, and a representative from each of the Planning, Housing, Environment and Energy Conservation, Parks and Recreation, and Transportation Commissions with support from County staff. The CCCRC will:
evaluate progress on all dimensions of the Sector Plan as well as identify any adverse impacts,
dimensions include progress on implementation actions, any areas of nonconformance with the Plan resulting from by-right development or negotiated through site plan, adverse impacts of Plan implementation, changes in occupancy rates of office space and hotel rooms, traffic counts on roads within or connecting to the Plan area, achievement of community services, parks, and other community amenities, and other elements identified by the Review Council, County Board, or staff;
monitor traffic impacts on major streets and, based on adopted criteria and 2010 baseline data, refer the implementation of neighborhood street mitigation measures to the NTCC where appropriate; monitor the expansion, contraction, and enhancement of open space under the Sector Plan, and continually explore opportunities for obtaining additional open space (for instance in connection with PDSP/SP processes); consider, in collaboration with the Planning Commission, additional urban design guidelines that address the transition areas west of Jefferson Davis Highway and adjacent to the single family home neighborhoods as a supplement to the Sector Plan; consider, with the Housing Commission, numeric goals and options for additional financing resources or tools to help fully achieve the Countys vision of Crystal City as a mixed housing community that accommodates households with differing income levels, family composition and accessibility requirements.
The CCCRC shall report and make recommendations as necessary to the Board at a minimum every two years in the spring of even numbered years using criteria, data and formats developed collaboratively with staff. The CCCRC shall meet no less than twice a year and a reporting schedule on key dimensions of the Sector Plan will be established by the CCCRC leadership in conjunction with staff.
appendIx 4
Faa FeasIBIlIty revIew oF BuIldIng HeIgHts
The County and the Federal Aviation Administration (FAA) joined efforts to evaluate potential impacts of the plan on regional airspace and operations around Reagan National Airport. County and landowner representatives approached the FAA to enlist the agencys participation in making sure the plan for Crystal City is coordinated with airport and airspace interests. Accordingly, the FAA convened an interagency working group to measure the impact of the proposed plan on airspace operations. The County provided the working group with building height and location data based on a phased build-out scenario, consistent with the Illustrative Plan, so that impacts could be modeled over time and thereby inform potential mitigation strategies. The evaluation focused on three five-year build out increments through 2025, as this fifteen-year time frame was agreed to be the most pertinent and helpful in identifying any potential impacts and mitigations. The group studied all impacts normally assessed by the FAA in reviewing a proposed building in the Washington D.C. area, including navigation, radar, flight procedures, radio communications, and review by the United States armed forces. Buildings were evaluated individually, and special consideration was given to the cumulative impacts of the buildings on radar coverage. The results of the analysis are chronicled in a Feasibility Study report from the FAA, which includes the effects that each building, and the buildings altogether, would have on regional airspace and operations around Reagan National Airport. The impacts on flight procedures (Terminal Instrument Procedures, or TERPS) from each building are noted in the report, along with direction for potential mitigations. The TERPS impacts would be addressed during the future aeronautical review process when a developer files a project with the FAA. The impacts to TERPS do not suggest a need to adjust planned building heights, provided the proposed mitigations are pursued when the project is filed. In terms of radar coverage, the buildings analyzed for the first increment will not derogate radar services currently provided to air traffic operations in the region. Approval of the buildings in the second and third increments would require a technology called radar track fusion between the radar installations at Reagan National Airport and Potomac Tracon. This technology joins the capacity of multiple radar signals into one view, which would fill any gaps affecting a single installation. If radar track fusion is operational at this location and can resolve line-of-sight vertical shielding issues, the radar impacts from buildings in the second and third increments would be resolved.
Reagan National Airport The FAA and the County will reassess the proposals in 3 to 5 years to update the status of redevelopment and new technologies (i.e., track fusion and GPS). The County has received a letter from FAA to formalize this as a planned next step. The County has Determination notices for each building feasibility case, documenting the findings from the Obstruction Evaluation process. These notices will be on record at FAA, and as actual projects arise, they will be tagged (via latitude and longitude) to the feasibility case completed during this process. This will provide context for the submittals and help expedite reviews. The full Feasibility Study report, a letter from the FAA, Determination notices, and a list that connects buildings in the Illustrative Plan to their FAA case numbers are all included as follows.
156
Crystal City Development Feasibility Study FAA Summary for Increments 1, 2, 3 10/28/2009
Reference Attachments: Impact List_Crystal City.xls Crystal City OE Division Responses.pdf SUMMARY INCREMENT # 1 2011-2015 Flight Procedures Buildings M1, M2: Building J1: Impacts to circling minima can be mitigated by not allowing aircraft to circle to the west of DCA. Impacts to circling minima can be mitigated by not allowing aircraft to circle to the west of DCA. Impacts to LPV approach Runway 33 can be mitigated either by lowering the building by 15.5 feet AGL or by raising the approach minima with concurrence of local users through public circularization process. Radar: Buildings M1, M2, J1: Awaiting Potomac Tracon response for review of RADES radar coverage maps at higher altitudes. 11/13/09- Fred Ninger, Support Specialist Procedures, Potomac TRACON 540-349-7515 Potomac TRACON has no objection to the proposed development by Arlington County, as presented to the FAA in the Crystal City Redevelopment Proposal Increment 1 (for 2015). We have reviewed pertinent documents and believe that the buildings proposed in this increment will not derogate radar services currently provided to air traffic operations in the Washington, DC Metropolitan area. Note: 1. 2. DCA ATCT indicates no significant adverse effect at low altitudes. Approval of Increment 1 Radar impact does not imply that buildings above 170 feet AGL can be constructed in future increments without future technology.
Navaids Buildings MVR, MVO, NTL: FAA is requesting further modeling to evaluate these buildings and their impact to the Rosslyn LDA. These cases are not part of Crystal City analysis. However, there will be adverse operational impact to the Runway 19 SBR GS and we anticipate further restrictions right of course. Preliminary conclusion for Increment 1 limits the building heights as follows: MVO to 35 AGL, MVR to 43 AGL and NTL to 45 AGL pending further modeling.
INCREMENT # 2 2016-2020 Flight Procedures Building M4: Building J2: Building M3: Building M5: Impacts mitigated with 1A survey. Impacts to circling minima can be mitigated by not allowing aircraft to circle to the west of DCA.
Impacts to circling minima can be mitigated by not allowing aircraft to circle to the west of DCA. Impacts to LPV approach Runway 33 can be mitigated either by lowering the building by 23.5 feet AGL or by raising the approach minima with concurrence of local users through public circularization process.
Building M6:
Impacts to circling minima can be mitigated by not allowing aircraft to circle to the west of DCA. Impacts to LPV approach Runway 33 can be mitigated either by lowering the building by 21.5 feet AGL or by raising the approach minima with concurrence of local users through public circularization process.
Radar: Buildings J2, M3, M4, M5, M6, M7, U5: No impact to full filed AGL heights provided Radar Fusion tracking is operational at DCA/PCT to resolve line-ofsight vertical shielding. Otherwise, 170 feet AGL will be the Do Not Exceed height for these proposals. Navaids: Buildings J2, M3, M4, M5, M6, M7, U5: NAVAIDS impact to DCA VOR: ATC operational mitigation, i.e., no change to signal in space (impact). Recognition that signals in space impacts is not operationally significant. The proposed heights filed create additional vertical screening to the VOR. It is predicted that these restrictions will increase to approximately 10K feet at 20 nautical miles to the west of DCA. Therefore, building heights were lowered to ensure existing VOR restrictions are not increased.
Impacts to circling minima can be mitigated by not allowing aircraft to circle to the west of DCA.
Impacts to LPV approach Runway 33 can be mitigated either by lowering the building by 21.5 feet AGL or by raising the approach minima with concurrence of local users through public circularization process. Radar: Buildings J2, M3, M4, M5, M6, M7, U5: No impact to full filed AGL heights provided Radar Fusion tracking is operational at DCA/PCT to resolve line-ofsight vertical shielding. Otherwise, 170 feet AGL will be the Do Not Exceed height for these proposals. Navaids: Buildings J2, M3, M4, M5, M6, M7, U5: NAVAIDS impact to DCA VOR: ATC operational mitigation, i.e., no change to signal in space (impact). Recognition that signals in space impacts is not operationally significant. The proposed heights filed create additional vertical screening to the VOR. It is predicted that these restrictions will increase to approximately 10K feet at 20 nautical miles to the west of DCA. Therefore, building heights were lowered to ensure existing VOR restrictions are not increased.
INCREMENT # 3 2021-2030 Flight Procedures Building J3: Impacts to circling minima can be mitigated by not allowing aircraft to circle to the west of DCA. Impacts to LPV approach Runway 33 can be mitigated either by lowering the building by 73.5 feet AGL or by raising the approach minima with concurrence of local users through public circularization process Building J4: Impacts to circling minima can be mitigated by not allowing aircraft to circle to the west of DCA. Impacts to LPV approach Runway 33 can be mitigated either by lowering the building by 26.3 feet AGL or by raising the approach minima with concurrence of local users through public circularization process. 1A Survey is required for this building.
Radar: Buildings A1, G3, J3, and J4: No impact to full filed AGL heights provided Radar Fusion tracking is operational at DCA/PCT to resolve line-of-sight vertical shielding. Otherwise, 170 feet AGL will be the Do Not Exceed height for these proposals.
Navaids Buildings G3, J3, J4: NAVAIDS impact to DCA VOR: ATC operational mitigation, i.e., no change to signal in space (impact). Recognition that signals in space impacts is not operationally significant. The proposed heights filed create additional vertical screening to the VOR. It is predicted that these restrictions will increase to approximately 10K feet at 20 nautical miles to the west of DCA. Therefore, building heights were lowered to ensure existing VOR restrictions are not increased.
158
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glossary
The definitions listed below are intended to serve as supporting information for this planning document. Where terms appear in both this glossary and in the Arlington County Zoning Ordinance (as of September, 2010), their definitions are consistent. However, as definitions may evolve, the Zoning Ordinance should be referenced for the most current official definitions at future points in time. Finally, in select instances, multiple definitions are provided for a term if it is used with a notably different meaning than how it is defined in the Zoning Ordinance. (Some of the Definitions are adapted from the Smart Code by Duany Plater-Zyberk and Company). Standard Site Plan Base Density: the maximum standard site plan densities planned for a particular area according to the GLUP designations as they exist in 2008. Base densities for the Crystal City Planning Area are recorded in the Base Density Map, Figure 3.8.2. Block: the aggregate of private lots, passages, rear lanes and alleys, circumscribed by thoroughfare rights-of-way. Block Face: the aggregate of all the building faades on one side of a block. The Block Face provides the context for establishing spatial clarity and architectural harmony along the course of a thoroughfare. Boulevard: a thoroughfare designed for high vehicular capacity and moderate speed. Boulevards are long-distance thoroughfares traversing urbanized areas. BRAC (Base Realignment and Closure Commission) : a commission chartered by Congress to provide recommendations for the reconfiguration of military base operations throughout the country; its 2005 recommendations to move a substantial quantity of military operations in Arlington (Crystal City in particular) out of the county and onto nearby military bases was the impetus for the current planning effort. Buildable Area: the area of a lot within which a structure can be placed after the minimum yard and open space requirements of the Zoning Ordinance have been met, less any area needed to meet the minimum requirements for streets, sidewalks, or other similar public improvements. Building Footprint: the area of a two-dimensional plane circumscribing the perimeter of a building as it engages the ground plane or another designated plane. Building Configuration: the form of a building, based on its massing, private frontage, and height. Building Type: a structure category determined by function, uses, disposition, and configuration, including frontage and height. Build-To Line: a line established along a street or open space frontage extending the full width of the lot, that defines the block face and establishes building placement. Lines established between public open spaces and street rights-of-way represent the approximate demarcation between the public open space and sidewalk. Bulk Plane Angle: a virtual sloping plane, collinear with a Frontage Line, that begins at a specified height and slopes back at specified angle over the Buildable Area; used to control building setbacks with the objective of mitigating shadow impacts on public space. Civic: the term defining not-for-profit organizations dedicated to arts, culture, education, recreation, government, transit, and municipal parking. Civic Building: a building designed specifically for a civic function. The intensity of intended use by the public is a strong indicator of the prominence such a building should be given in the surrounding urban context. Civic Space: an outdoor area dedicated for public use. Civic Space types are defined by the combination of certain physical constants including the relationship between their intended use, their size, their landscaping and their fronting buildings. COG (Metropolitan Washington Council of Governments): a regional organization of Washington area local governments that address regional responses to such issues as the environment, affordable housing, economic development, health and family concerns, human services, population growth, public safety, and transportation. COG collects, analyzes, and disseminates a broad array of demographic and forecast data for the Washington metropolitan region. Complete Streets: a multimodal design configuration for streets that accommodate all users, including pedestrians, bicyclists, bus riders, transit users, and motorists. Context: surrounding built environment, principally defined by the massing, frontage, and architectural character of buildings, as well as the elements, character, and quality of the public realm. Density: a measure of the number of people occupying a standard measure of land area. By assigning increments of building area or dwelling units to each person, density can be expressed either as: 1) the gross floor area of all buildings on a lot (in square feet) occupying a lot; 2) the gross floor area of all buildings on a lot divided by the lot area, usually expressed as a Floor-Area Ratio; or 3) the number of dwelling units within a standard measure of land area, usually given as units per acre. Easement: a right granted to one property owner (often a public entity) to make use of the land of another property owner for a limited purpose, such as a Right-of-Way or Public-Use Easement. Easements may be specified for a fixed period of time, a fixed but renewable duration, or be set in perpetuity. Elevation: an exterior wall of a building not along a Frontage Line. See: Faade Encroachment: projection, extension, or placement of building elements beyond a regulating line controlling building disposition. Enhanced Faade: a podium garage faade that is elevated in material and design expression to mask the garage use behind. Entrance, Principal: the main point of access of pedestrians into a building. Faade: the exterior wall of a building that is set along a Frontage, typically a Build-To Line (see Elevation; Frontage). FAR (Floor Area Ratio): the gross floor area of all buildings on a lot divided by the lot area. Frontage: all the property fronting on one side of a street between the two nearest intersecting streets, or other natural barriers. Also, for the purposes of this Plan, the frontage comprises the zone between the facade of a building and the curb of the street on which the building fronts. Frontage typically includes street elements such as sidewalks, street trees, cafe seating, and similar elements. Frontage also includes elements of the building facade that directly impact the pedestrian experience. Frontage Line: those block or lot lines that coincide with a public frontage, right-of-way, and/or Build-To Line. Frontage Occupancy: Minimum percentage of the linear length of a buildings faade that must engage the BuildTo Line. GLUP (General Land Use Plan): the primary policy guide for land use and planning decisions in Arlington County. The primary instrument of the GLUP is a map color-coding each area of the county with a designated land use. It establishes the overall character, extent and location of various land uses, and serves as a way to communicate that policy to citizens, interested parties and to the Arlington County Board for guidance in development and preservation decisions. The GLUP is typically amended in response to new Sector Plans, other county-initiated planning efforts, or individual requests pertaining to specific property. Illustrative Concept Plan: a plan drawing illustrating in comprehensive form the primary conceptual ideas of a Master Plan. Such a plan only conveys a general intent of the Master Plan, and does not specify precise design outcomes for individual building sites. Infill: a development project constructed within existing urban fabric. Lot Line: a line of record bounding a lot which divides one (1) lot from another lot or forms a public or private street or any other public or private space.
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Major Street: for the purposes of this plan, a street with a Right-of-Way greater than 80 feet in width. Massing: a term used to describe the physical volume, shape, or bulk of a building. Master Plan: a comprehensive planning instrument that describes with narrative, policies, illustrations, and maps an overall development concept for a new or revitalized neighborhood or city. Minor Street: for the purposes of this plan, a street with a Right-of-Way 80 feet or less in width. Mixed Use: multiple functions within the same building through superimposition or adjacency, or in multiple buildings within the same area by adjacency. Mixed use is one of the principles of TND development from which many of its benefits are derived, including compactness, pedestrian activity, and parking space reduction. Metro Station Area: a designation for a geographic area surrounding a Metrorail station. When used in Arlington land-use planning, each area boundary is defined by a combination of major transportation routes, neighborhood boundaries, and Census geography, and generally includes the land within one quarter mile of the station entrance. Multimodal Transportation: transportation that includes more than one type of travel method, such as walking and bicycling. Net Developable Area, Net Site Area: see Buildable Area. Party Wall: a condition along a lot line where adjacent buildings abut, and may share a common wall. PDSP (Phased Development Site Plan): a site plan approval process in Arlington County (Administrative Regulation 4.1) available to sites greater than 20 acres in size, or a smaller area as authorized and accepted by the County Manager. Plinth: a story partially buried in a sloping grade with at least one frontage providing a walkout condition. Often provides a base for multiple structures residing above. Podium: a multi-story building base that may support one or more building towers above. Multiple podiums may occupy a single block frontage, and party-wall conditions between podiums is common. Any parking structure constructed above grade in located in a podium and screened from view on principal thoroughfares. Podium Liner: a portion of the building podium with occupiable program space specifically designed to mask a parking garage from a frontage. Policy Framework: the composite of the Vision Statement, Goals & Objectives, and Policy Directives; together
they provide a narrative of the communitys aspirations, as well as recommendations and action-oriented policies for achieving their vision. Private Frontage: the privately held layer between the frontage or Build-To Line and the principal building faade. The structures and landscaping within the Private Frontage may be held to specific standards. Public Frontage: the area between the curb of the vehicular lanes and the frontage or Build-To Line. Elements of the Public Frontage include the type of curb, pedestrian clear zone, planters, street trees and streetlights. Public Realm: that area of the built environment dedicated to public accessibility and use, commonly composed of streets, sidewalks, and public open spaces such as parks, squares and plazas. The public realm is spatially defined by the buildings, both public and private, fronting its edges. Retail Frontage: Frontage that require the provision of shop fronts, causing the ground level of buildings to be available for retail use. Right-of-Way: a designation on the Build-To Lines Map (Figure 3.5.3) assigning a dimension, measured from Build-To Line to Build-To Line, that shall delineate the course and width of a street, inclusive of all travel lanes, parking lanes, and sidewalks; more generally, a public use easement, usually for a strip of land, that provides a path or route for public access or infrastructure. Sense of Place: the experiential quality of an urban setting that fosters a sense of genuine human connection and belonging, making one feel that a place is distinctive and unique. Setback: the distance which a building is required to be set back from a lot line or from the nearest building or structure. Sidewalk Clear Zone: the portion of the public sidewalk space provided expressly for accessible pedestrian mobility. It is usually located between the landscape & utility zone and the building shy or caf zone. This space is unobstructed and is constructed of materials and patterns that provide a relatively smooth surface that complies with ADA accessibility standards. Sidewalk Shy Zone: a subzone of public and private frontage between the building faade and the sidewalk throughway furnished according to the public frontage program. For commercial frontages, it is usually paved and may include such elements as caf seating or out-door retail displays. On residential frontages, it may include landscaping elements such as a door yard, raised planters, or seating areas. Sidewalk Street Tree Zone: a subzone of the sidewalk between the street curb and the sidewalk throughway, principally occupied by tree pits and street trees.
Street: for purposes of this plan, a public thoroughfare defined by a right-of-way as delineated in the Build-To Lines Map (Figure 3.5.3). Streetscape: the urban element that establishes the major part of the public realm. The streetscape is composed of thoroughfares (travel lanes for vehicles and bicycles, parking lanes for cars), public frontage (sidewalks, shy zones) as well as the visible private frontages (building faades and elevations, yards, fences, awnings, etc.), and the amenities of the public frontages (street trees and plantings, benches, streetlights, etc.). Structured Parking: a means of providing parking above grade in building podiums containing two or more stories of parking. Also Parking Structure. Tower: a discrete, multi-story building component located above a podium base composed of stories that comprise the middle and top of the buildings overall massing. Tower Coverage: area of tower footprint expressed as a percentage of a sites or blocks buildable area. Traffic Circle: a road configuration at a street intersection that channels intersecting traffic around a circular open space. The direction of traffic flow is one-way, with traffic entering the circle yielding to traffic in the circle. A traffic circle may be signalized or not; if not, it is often referred to as a Roundabout. Transit: any type of local public transportation (i.e., bus system, passenger rail, shuttle services, etc.). Underground, The: an internal pedestrian concourse system, often lined with retail, that connects most buildings on the east side of Crystal City, and a some buildings on the west side. The system provides access to shopping and transit in a climate-controlled environments. Sector Plan: the result of a detailed planning process which examines a Metro Station area, usually within a larger County planning area such as the Rosslyn-Ballston Corridor or Jefferson-Davis Corridor, and makes specific recommendations on land use, zoning, transportation, utilities, urban design and community facilities. Such plans, including this one, serve to guide development in the area under consideration and are used by citizens, property owners, the development community, staff, advisory groups and elected officials in the review of specific projects.
EDITORS NOTE
[Below is a formal action by the County Board, subsequent to the September 28, 2010 adoption of the Crystal City Sector Plan, that established new policy direction from that recommended in this Sector Plan.] December 10, 2011 Adoption of a Resolution Affirming Arlington Countys New Policy Direction for Block-level Planning in Crystal City Through the Application of Crystal City Block Plans, as an Acceptable Alternative to Phased-Development Site Plans as Recommended in the Crystal City Sector Plan. WHEREAS, the County Board of Arlington County adopted the Crystal City Sector Plan on September 28, 2010, to serve as the long range planning guide for the redevelopment and revitalization of Crystal City over the next forty years; and WHEREAS, the Sector Plan communicates a preferred vision for Crystal City as a complete, urban community, and a vibrant and attractive urban village, with new and improved public open spaces, streets and streetcar facilities along with other plan improvements of high quality; and WHEREAS, the Sector Plan recommends that redevelopment to implement the preferred vision for Crystal City should be organized and planned at the block level, and specifically identifies the application of Phased-Development Site Plans in this process; and WHEREAS, upon further consideration and in the process of developing Zoning Ordinance amendments to create the C-O Crystal City District, several significant challenges and obstacles to implementing the Crystal City vision through the application of Phased-Development Site Plans became apparent; and WHEREAS, the Crystal City Block Plan mechanism has been created as a new, alternative solution for a block-level planning process to implement the Crystal City Sector Plan vision where a PhasedDevelopment Site Plan is not possible; and WHEREAS, application of Crystal City Block Plans will meet the main objectives of the Sector Plans recommendation for a blocklevel planning approach, while also not precluding the potential submission of a Phased-Development Site Plan if one were actually being pursued; and WHEREAS, the Crystal City Block Plan approach has been developed to protect the Countys interest in assuring that blocks in Crystal City can ultimately develop as envisioned. NOW, THEREFORE, BE IT RESOLVED that the Arlington County Board, through its adoption of the Zoning Ordinance amendments to create the C-O Crystal City District, subsequent to its adoption of the Crystal City Sector Plan, hereby affirms its preference for and encouragement of development through Phased-Development Site Plans, and further affirms its new policy direction for blocklevel planning in Crystal City through the application of Crystal City Block Plan mechanism, as an acceptable alternative to PhasedDevelopment Site Plans as originally recommended in the Sector Plan.
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Department of Community Planning, Housing & Development Planning Division 2100 Clarendon Boulevard, Suite 700 Arlington, Virginia 22201 703.228.3525
A R L I NGTON
VIRGINIA
www.arlingtonva.us