01 Table of Contents - AlexandriaVA.Govalexandriava.gov/assets/0/202/204/342/15E158E0-D7DA-413F...Bicycle Program 5-14 Summary 5-16 Section 6 Urban Design Streets and Street Network

Eisenhower East Small Area Plan i i i i iAlexandria, Virginia

T A B L E O F C O N T E N T S

April 2003

Table of Contents

Acknowledgements iii

Executive Summary iv

Section 1 IntroductionPurpose of this Plan 1-2

The Need for Planning 1-2The Purpose 1-3

Policy Directives on Eisenhower East 1-31974 – 1992 Policy Directives 1-32000 – 2002 Policy Directives 1-3City Council Directives: Eisenhower East 1-4The Eisenhower East Planning Process: 2001 – 2003 1-4Planning Commission Policies for Eisenhower East 1-4

Section 2 Neighborhood CharacteristicsThe Planning Area 2-1Historical Context 2-3

Village of Cameron 2-3West End Village 2- 4Historical Land Use 2- 4

Land Ownership 2-6Prior Planning 2-7Open Space 2-8Infrastructure and Public Facilities 2-9Opportunities 2-10Constraints 2-11

Section 3 Real Estate Market ContextOffice Space Market Potential 3-2

Regional Market Context 3-2The Alexandria Office Market 3-2Eisenhower East Office Absorption 3-3Potential Impact of Limiting Office Parking 3-3Summary of Market Potential for Office Space in

Eisenhower East 3-4Retail Market Potential 3-5

Primary and Secondary Market Areas 3-5Retail Sales Market Capture Rates 3-6Visitors 3-7Retail Space Allocations 3-8Market Summary 3-10

Section 4 Land Use & CirculationEisenhower Avenue 4-3The Urban Street Grid 4-4

The Grid Pattern West of Mill Road 4-5The Grid Pattern East of Mill Road 4-5

Land Use Element 4-6Land Use/Circulation Strategy 4-6Impact of the Seven Traffic-Reducing Strategies 4-8Land Use Concept 4-9

Parking Strategy 4-17Open Space Element 4-20

Open Space Concept 4-20Types of Parks and Open Spaces 4-20The Parks and Open Spaces of Eisenhower East 4-22

Affordable Housing 4-24Coordinated Development District Zone and Design Guidelines 4-24

Eisenhower Avenue Metro CoordinatedDevelopment District (CDD 2) 4-25

South Carlyle Coordinated Development District (CDD 11) 4-26

T A B L E O F C O N T E N T S

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Section 5 TransportationTransportation Objectives 5-2

Transit and Supportive Design Principles 5-3The Overall Transportation Plan 5-3

Streets and Regional Access 5-3Parking Policy 5-5Transit 5-6Bicycle Program 5-14

Summary 5-16

Section 6 Urban DesignStreets and Street Network 6-1Public Places 6-9

Retail 6-12Building Heights and Design Standards 6-12

Architectural Principles 6-14

Section 7 ImplementationProactive Leadership 7-2

Implementation Efforts 7-3Special Tax District Funding 7-3Development Controls 7-5Design Guidelines 7-5Design Review Board 7-5Retail Strategy 7-5Land Adjustments 7-5Roadway System 7-6Development Phasing 7-6Infrastructure Improvements 7-7Parks & Recreation 7-7Capital Improvements Program (CIP) 7-8Transportation Management District 7-8

Addendum

Eisenhower East Small Area Plan iii iii iii iii iiiAlexandria, Va.

A C K N O W L E D G E M E N T S

April 2003

City CouncilMayor Kerry J. Donley

Vice Mayor William C. Cleveland Councilwoman Claire M. EberweinCouncilman William D. Euille Councilwoman Redella S. PepperCouncilman David G. Speck Councilwoman Joyce Woodson

Planning CommissionChair Eric Wagner

Vice Chair Richard Leibach H. Stewart Dunn,Jr.Donna Fossum Ludwig GainesJohn Komoroske J. Lawrence Robinson

City Manager’s OfficePhilip Sunderland, City Manager

Department of Planning and ZoningEileen Fogarty, Director

Kimberley Fogle, Chief, Neighborhood Planning and Community DevelopmentAndy Kunz, Urban Designer

Consultant Team

The Odermatt Group Ehrenkrantz, Eckstut and Kuhn ArchitectsRobert A. Odermatt, FAIA Matthew J. Bell, AIA

Joyce Yin

Whitney & Whitney, Inc. KFH Group Wilbur Smith Associates William H. Whitney Frederic D. Fravel D. Lance Hartland, P.E., AICP

Perspective Illustrations by: Pete Hasselman

Interdepartmental Team

Alexandria Transit Company (DASH)Sandy Modell

Alexandria City Public SchoolsLeslie Peterson

Fire Department, Code EnforcementArthur Dahlberg, Director

Maurice Jones

Office of Historic AlexandriaPamela Cressey

Office of HousingMildrilyn Davis, Director

Shane Cochran

Office of Management and Budget Morgan Routt

Office of the SheriffJohn L. Griggs

Police DepartmentLouis Pellegrino

Recreation, Parks, and Cultural AffairsSandra Whitmore, Director

Aimee VosperJohn Noelle

Transportation and Environmental ServicesRichard Baier, Director

Thomas CulpepperDoug McCobb

E X E C U T I V E S U M M A R Y

i vi vi vi vi v Eisenhower East Small Area Plan Alexandria, Va.April 2003

EXECUTIVE SUMMARY

The Eisenhower East planning process is a uniqueopportunity to create a shared community-widevision for a vibrant, new, urban, mixed-usecommunity centered on the Eisenhower AvenueMetro Station. This new transit-focusedneighborhood will include a variety of natural andurban open spaces and parks, a balance of jobsand housing, and a retail/entertainment center,serving both a local and regional market tocapitalize on the existing theater complex.

In economic terms, Eisenhower East is a resourceof great importance to the City of Alexandria as itprovides the foundation for the City’s near andlong-term commercial and residential growth. ThePlan represents the opportunity to createadditional value outside the Alexandria historiccore by defining a new sense of place wherepeople will be attracted to visit, to shop, to work,and to live.

The Eisenhower East Plan will create a new “citywithin a city,” with distinctive architecture, a mix ofbusinesses, residences and retail spaces, grandboulevards, and parks and gardens, creating alocation and an address complementary to andcompatible with Old Town and the surroundingresidential neighborhoods.

Eisenhower East Small Area Illustrative Plan

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April 2003

later, with soil from the construction of the CapitalBeltway. Portions of the area were in the CameronRun flood plain, and as recently as the 1940s,small boats could navigate part of the marsh area.

In the 1980s, the Washington Metropolitan AreaTransit Authority (WMATA) constructed theEisenhower Avenue Metro station as part of the“Yellow Line” of the region’s heavy rail transitsystem. Eisenhower East’s proximity andexposure to the Beltway, the presence of largevacant sites, and the availability of buildings withample parking and less expensive rents comparedto downtown Alexandria locations all broughtrelatively low density, back office space, flexspace, government office users, and warehousingto the area.

Eisenhower East is unusual in that the land is heldby very few ownership entities. As parcels withinCarlyle are sold, more ownership parcels arecreated, but the undeveloped land is generallyheld by fewer than 10 parties.

InfrastructureWater, sanitary sewer, and storm water systems aregenerally in place to serve Eisenhower East;however, some are aging and need to be relocatedto reflect the pattern of ownership and theproposed road system.

The planning for Eisenhower East echoes the18th-century challenge that faced Alexandria’sforefathers in designing the blueprint for the City’sorigins at the edge of the Potomac River. The Cityfounders wisely chose to carefully lay out aharmonious street grid system adjacent to thewaterfront, providing room for the growth ofcommerce and domicile. Today, in the currentplanning effort, the City looks back to these soundurban design principles as the basis for the forwardlooking approach encompassed in this Plan.

Eisenhower East represents transportationopportunities and challenges. In terms ofopportunities, the area is at the confluence ofmajor regional thoroughfares and is serviced bytwo Metro lines and rail service. In terms ofchallenges, large undeveloped parcels of landmust be configured to take advantage of thelocation of the Metro stations, incorporatepedestrian-friendly amenities, and minimize theimpacts of traffic and parking. A major focus ofthis planning effort is to ensure that thecombination of transit services, highway access,and local streets will be adequate to support theanticipated level of development, while mitigatingthe traffic on the streets and minimizing the impacton the surrounding neighborhoods.

NEIGHBORHOOD CONTEXT

Eisenhower East includes about 230 acresbounded on the north by Duke Street and theMetro rail yard, on the east by Holland Lane andthe African-American Heritage Park, on the southby the Capital Beltway (I-95/I-495), and on thewest by Telegraph Road. The planning areaincludes the 76.5-acre planned Carlyle community(including the 17-acre, 2.5 million square footU.S. Patent and Trademark Office complex), and theEisenhower Avenue Metro Station.

The area suffers from limited points of vehicularingress and egress; however, improvements to theCapital Beltway will connect the area to the east atMill Road and the west at Stovall Street.

Historical ContextThe Eisenhower East area is integral with theCity’s history. The area was the location of the18th-century Village of Cameron, which includeda grist mill, and later the West End Village wascreated as the City’s first “suburb.”

The Orange and Alexandria Railroad came to thearea in the 1850s, setting the stage for theindustrial activity that would occupy the area forthe next 140 years. Much of the southeasternportion of Eisenhower East was marshland thathas since been filled, first, with sediment and


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The City’s Public Safety Center, constructed in the1980s along Mill Road, houses the City ofAlexandria Police Department and serves the entireCity. The Department has raised concerns aboutthe size and location of their facility.

The Alexandria Fire Department has alsoexpressed the need for an additional fire station tohandle the amount of calls they are receiving in atimely and responsive manner.

REAL ESTATE MARKET

The Plan assessed the Eisenhower East office andretail market over the next 20 years. Given thestrong location in the residential market and theproximity to the Arlington corridor andWashington, D.C. via Metro, it was assumed thatthe residential market remains strong if interestrates remain within reasonable ranges over thePlan’s horizon.

OfficeEisenhower East’s office potential was analyzedrelative to the regional trends in officeconstruction. Alexandria is part of theWashington, DC regional market of whichNorthern Virginia comprises 44% of the region’s325 million square feet of office space.

Alexandria’s inventory of 13.0 million square feetof office space has grown by an average of418,000 square feet per year between 1970 and2004 (including the U.S. Patent and TrademarkOffice [PTO] complex) and captures 5.2% of theregional market.

Alexandria currently enjoys an office occupancyrate of 91%; the City has not been severelyimpacted by the recent collapse of the “dot.com”industries.

Given its strategic position, Alexandria should beable to capture a four to five percent market shareof the regional office demand, or 250,000 to350,000 square feet per year, for the next 10 to15 years (in addition to the space that is currentlycommitted for development at PTO). EisenhowerEast should be able to capture between 200,000and 250,000 square feet annually.

RetailEisenhower East includes the potential for a “towncenter” retail experience offering a diverse mix ofretail, restaurant and services to meet the needs ofthe larger regional population. The area can alsosupport a convenience retail and service centerthat provides for the needs of residents andemployees.

Analysis indicates that Eisenhower East, with theassistance of an experienced retail developer,could support a Town Center retail development of400,000+ square feet and an additional 100,000square feet of retail supporting the needs ofresidents.

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LAND USE & CIRCULATION

CirculationThe vision for Eisenhower East is for a dynamicurban mixed-use community, a true “urbanvillage” that encourages the use of transit as analternative to the automobile and creates a qualityAlexandria neighborhood incorporating living,working, shopping, entertainment, and recreation.

Eisenhower AvenueThe vision for Eisenhower Avenue is for a proud,landscaped urban boulevard with wide landscapedsidewalks and a 30-foot wide landscaped median.The intent is to create a beautiful urban boulevardwhere the pedestrian will feel equally at home withthe vehicles. Eisenhower Avenue will includethree traffic lanes in each direction with the curblanes accommodating parallel parking.

New ramps from the Capital Beltway will provideingress and egress to Mill Road from the expresslanes that serve Maryland and Washington, D.C.origins, and a future ramp is also projected atStovall Street from the Capital Beltway to serve theEisenhower Valley area. To maximize the use ofthe Metro, the existing station platform will beextended northward over Eisenhower Avenue toallow direct pedestrian access from the north sideof the street.

The Urban Street GridThe Plan extends an urban street grid throughoutEisenhower East and creates development blocksapproximating the size of those found in theoriginal plan for Carlyle and Old Town. Creatingan interconnected urban grid of streets is essentialto providing vehicular movement alternatives andmitigating traffic. The streets will includegenerous sidewalks paved with brick, street trees,pedestrian scaled street furniture and classic streetlighting to enhance the pedestrian experience.

Land Use/Circulation StrategyTo accomplish the vision for Eisenhower East, thePlan creates a true mixed-use neighborhood witha balance between jobs and housing at a densitythat will support and be served by the transitsystem. A major goal of the planning effort was toidentify a comprehensive strategy to reduce trafficimpacts that would result from development underthe existing zoning in place in Eisenhower East.The objecive was a reduction in potential trafficimpacts both within the immediate EisenhowerEast area and to adjoining neighborhood areas.

An integrated approach was developed thatprovides a reduction in overall developmentsquare footage, balances uses to lower trafficgeneration, includes a workable internal roadnetwork, places limits on parking to reduce thenumber of vehicles entering the area, andencourages enhanced transit usage.

The approach includes seven traffic strategies thatwill mitigate the impacts of traffic and enhance thequality of life:

• Create an urban grid of interconnected streetsThe street grid reduces traffic congestion byproviding alternative routes and turningoptions, while creating a sense of“openness” throughout the neighborhood.

• Concentrate the greatest development at theMetroThe Plan locates 73% of the new office area,66% of the new residential and 82% of thenew retail/entertainment uses within 1500 feetof the Metro.

• Achieve a balance between jobs and housingThe Plan calls for a balance of office,residential, hotel, and retail/entertainmentuses, and a 50/50 distribution of theresidential and office square footage, or twojobs for every resident. Balancing theresidential and office use has a more positiveeffect upon traffic impacts than reducing theintensity of overall development.


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• Provide a modest reduction in developmentintensityA modest reduction in overall developmentintensity (from the existing maximum zoning)is incorporated into the Plan. To achieve thereduction, the Plan’s allowable square footageis based on the gross floor area footage ratherthan the net square footage. This changeprovides a better reflection of the actual size ofbuildings, and results in better buildings as theincentive to construct occupied floor area withceilings heights less than 7’-6" is eliminated.

• Extend the neighborhood activity over a 16hour per day / 7 day per week periodThe Plan incorporates a regional serving retail/entertainment complex and a neighborhoodserving area to provide for the needs of theworkforce and residents of Eisenhower East.Office workers and residents will remain withinthe neighborhood during the workday, thusreducing the overall number of vehicular trips.

• Minimize the overall amount of parking/optimize the short-term parkingThe Eisenhower East Plan parking strategyestablishes a limitation on the amount ofparking to encourage the use of transit andlimit the number of single occupancy vehicleson the street.

• Maximize the use of the transit facilities with aTransportation Management PlanThe Plan includes the formation of a district-wide transportation management program toensure a coordinated plan of policies andincentives to maximize the utilization of theexisting and proposed transit infrastructure.

The synergy gained through the integration of theseven strategies into the Plan results in substantialimprovements in the traffic performance.Compared to an early analysis of the traffic underthe current zoning, the Plan’s estimated traffic has25% fewer trips in the PM peak hour and 29%fewer trips in the AM peak hour. The overallreduction in average daily traffic (ADT) is 17%.Perhaps of more importance is that the projectedperformance of the major intersections within theEisenhower East area is significantly improved.

Outside of the study area, the comprehensiveapproach also results in improvement to the levelof performance for a number of intersectionsalong Duke Street, particularly during the AMpeak hours. Within the adjoining neighborhoodarea, reductions in projected daily traffic will be17-18% overall with implementation of theEisenhower East Plan.

Land Use ConceptThe Plan identifies the recommended principalland uses and the maximum allowable grossdevelopment utilizing a block-by-block approach.The primary use, the allowable gross squarefootage (AGSF), the maximum building height,retail locations and size, and the other generaldevelopment controls are outlined in the Plan foreach of the undeveloped or partially developedblocks.

The Plan optimizes the location of land usesbased upon an analysis of the proximity to Metro,relationship to major roadways, adjacency toparks and open space, and distance from noiseand other environmental hazards.

The amount of development was determinedthrough an analysis of the square footage allowed(including converting net areas to gross areas)under current zoning, a factor for above gradeparking, the ability of the site to accommodate thedevelopment, the distance to transit and theappropriateness for large or tall buildings. Theallowable gross floor area for each block includesa factor to accommodate the above grade parkingthat cannot be incorporated in two levels ofunderground parking.

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The primary uses within the Plan are office andresidential; however, the Plan also envisions retail/entertainment as important uses to create a vibrantmixed-use community. The Plan envisions amodern, cohesive urban retail environment, ratherthan just accommodating retail in the ground floorof buildings along street frontages.

A major regional retail/restaurant/entertainmentcenter of some 300,000 to 400,000 SF isplanned as an integral part of the Hoffman TownCenter, and a neighborhood retail center isplanned for the foot of John Carlyle Street to servethe retail and service needs of the immediateresidential neighborhood. An Illustrative Plan hasbeen prepared to provide a graphic illustration ofone scenario of the implementation of EisenhowerEast as developed under the Plan.

View West Along Eisenhower Avenue


xxxxx Eisenhower East Small Area Plan Alexandria, Va.April 2003

Open SpaceThe Plan includes a comprehensive system ofintegrated and interconnected conservation areas,passive and active parks, and neighborhood andurban squares to meet the needs of residents andvisitors. The Plan includes four types of openspace and parks:

• Parks and Resource Protection AreasParks and Resource Protection Areas (RPAs)are related in form and location to naturalamenities such as stream valleys, watershedsand resource protection areas. The Plancreates a major Community Park along theMill Run RPA. The north side of the RPA isexpanded and enhanced to create a newactive/passive park—The Meadow. This parkalso assists in meeting the City’s requirementto create a security radius northward from thepolice facility and jail.

• Neighborhood SquaresNeighborhood squares of green grasssurrounded by shade trees are located withinthe residential neighborhoods to provide forinformal and formal activities and a greenoasis within the urban fabric.

• Urban SquaresUrban squares are centrally locatedthroughout the higher-density areas, and aregenerally paved with enhanced materials anddefined by shade trees at the edges.Facilities are provided for sitting, smallconcerts, outdoor markets, and restaurantand café dining.

• Boulevard Park SpaceEisenhower Avenue is designed as aboulevard/linear park with a landscapedmedian, wide brick sidewalks, street trees,seating areas, ample crosswalks anddistinctive lighting. The Eisenhower LinearPark extends the length of the planning areaand unifies the Avenue.

Affordable HousingAffordable housing within Eisenhower East meetsthe policy of the City to provide housing to meetthe income levels of a broad segment of thecommunity. The Plan calls for all developers ofnew residential or commercial development toprovide a contribution to the City’s Housing TrustFund (currently in the amount of $1.00 per grosssquare foot), or to provide on-site affordableunits.

TRANSPORTATION

Transportation is a determining factor to theamount and type of development and futurecharacter of the area. To ensure that EisenhowerEast develops into a lively, mixed-useenvironment, the Plan provides adequatetransportation capacity, while minimizing theimpacts of traffic.

In 2001, a City study indicated that under the thencurrent zoning the major intersections alongEisenhower Avenue failed or required a number ofmultiple turning lanes that the community foundunacceptable. The failure of the currenttransportation infrastructure to support the zoningdriven land uses was a major impetus for the Cityto undertake the Eisenhower East planningprocess.

The Plan recommends a balance between housingand office uses to reduce the number of autotrips, a reduction in the intensity of development,a grid of urban streets, a limited supply ofparking, improved local transit alternatives, animproved pedestrian circulation system, anexpansion of the Metro platform to the north sideof Eisenhower Avenue, and a district wideTransportation Management Program (TMP).

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Transit and Supportive DesignPrinciplesA high level of transit use is needed to minimizetraffic impacts and support the anticipated levels ofdevelopment. Transit trips almost always involve apedestrian trip at one or both ends of the transitportion of the trip; thus, an attractive pedestrianexperience is critical to increasing the use oftransit. The Plan establishes pedestriansupportive design principles that will make everytrip attractive, direct, and safe.

Streets and Regional AccessThe Plan integrates a combination of highwayaccess, local grid streets, and transit services tosupport the existing and proposed development.Significant through traffic pressures are created asthe State connects the Capital Beltway expressramps directly to Mill Road.The Plan recommends the construction of a newSouthern Street (with associated connectionstreets) extending from Mill Road westward on thesouth side of the study area to provide alternativeaccess to the Hoffman lands. Another roadwayproviding further distribution options connectsMill Road, south of Eisenhower, to Elizabeth Lane.These new roads will alleviate significantcongestion on Eisenhower Avenue, provideadditional Metro access, and reduce turningvolumes on Eisenhower Avenue. At theEisenhower Avenue/Mill Road intersection the leftturn lanes could be reduced from two to one andthe right-turn lanes eliminated.

ParkingThe Plan imposes a maximum parking ratio byland use type. Also, the Plan calls for short-termparking for office visitors, and retail and restaurantuses to be managed in order to maintain anadequate supply. The Plan provides a significantnumber of on-street parking spaces that are alsomaximized for short-term use.

Achieving the reduced parking ratios requiresprograms to maximize the use of transit andminimize the use of the single occupant vehicles(SOV). Within 1500 feet of the Metro stationapproximately 43 percent of the workers will haveto commute in non-single occupancy vehicles;e.g., will arrive on transit, foot, bicycle, car orvanpool. These non-SOV rates are achievablewith a strong Transit Management Plan asdemonstrated in Arlington County, which isachieving rates as high as 55%.

TransitThe Eisenhower East area is well served by high-capacity transit. The Plan builds upon theavailability of transit, encouraging a very highlevel of use through incentives such as employeetransit subsidies, shuttle transit systems,improved information, etc., and throughautomobile use disincentives, included in theparking policies.

URBAN DESIGN

The Plan’s Urban Design component outlinespolicies and principles to ensure theimplementation of the Plan’s vision for EisenhowerEast. Integral to the Plan are principles for thedesign of the urban street network, the system ofparks, open spaces, plazas and squares, theheight and massing of buildings, and architecturaldesign principles.

The principles are intended to ensure high qualityand establish character without prescribing anexact architectural expression or form, wherethoughtful solutions to design problems areencouraged in the spirit of creating the bestpossible public environment for Eisenhower East.

Following the adoption of the Plan, more detailedarchitectural design guidelines will be prepared bythe Department of Planning and Zoning andadopted by the Planning Commission.


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IMPLEMENTATION

Adoption of the Plan is an important first step inoutlining the future of Eisenhower East; however,given both the scale of the undertaking and thedynamics of the marketplace, successfulimplementation of the Eisenhower East Plan willrequire continuous involvement of the City ofAlexandria to maintain the integrity of the longerterm vision.

With the given number of stakeholders, the rangeand magnitude of the issues, a changingcommunity, and the likely length of the build-outof Eisenhower East, it is recommended that theCity maintain a proactive role in directing andimplementing the Eisenhower East Plan. Thisinvolvement can be structured in a number ofdifferent ways, including:

• Utilizing an existing City Department, withdesignated staff focused on the Planimplementation;

• Supporting the City’s role with assistancefrom existing organizations such as theEisenhower Partnership, building theircapacity to take on a more active leadershiprole; and/or

• Establishing a public/private partnership,including City officials, communityrepresentatives, and property owners, toprovide on-going leadership andmanagement.

The process for Plan implementation must be fair,reasonable, and understandable. The City, thedevelopers, and the community need tounderstand the rules and the acceptabledevelopment parameters. To the degree that thePlan and approval process are predictable, thereis greater certainty about land values,development absorption, physical form, financialreturns, and the benefits to the greatercommunity.

To equitably finance the community infrastructureelements, the City, working with the propertyowners and development community shouldexplore funding mechanisms that will ensure a fairallocation of costs relative to the resultingbenefits.

Implementation of the Plan begins with theadoption of this Eisenhower Avenue Small AreaPlan to modify the existing King Street/EisenhowerAvenue Metro Station Small Area Plan. The Planrecommends the creation of a new CDD 11 zoneencompassing the land south of EisenhowerAvenue and east of Mill Road, and themodification of the existing CDD 2 zone.

To ensure the vision of a quality urbanneighborhood, a Design Review Board will beestablished to implement architectural designguidelines that will be developed by theDepartment of Planning and Zoning and adoptedby the Planning Commission.

Eisenhower East Small Area Plan 1-1 1-1 1-1 1-1 1-1

I N T R O D U C T I O N

Alexandria, Virginia April 2003

Eisenhower East provides the City of Alexandriawith the unique opportunity to create a sharedvision with the community for a vibrant, new,urban, mixed-use community centered around theEisenhower Avenue Metro Station. This newtransit-focused neighborhood will include a varietyof natural and urban open spaces and parks, abalance of jobs and residents, and a retail/entertainment center, serving both a local andregional market that capitalizes on the existingtheater complex.

In economic terms, Eisenhower East is a resource ofparamount importance to the City of Alexandria, asit provides the foundation for the City’s near andlong-term commercial and residential growth. Itrepresents, for the City, an opportunity to createadditional value outside the historic core bydefining a new sense of place to which peopleand investment will be attracted, thus ensuring asound fiscal future in the years to come.

Eisenhower East also plays a highly importantstrategic role in preserving and enhancing theexisting historic, Old Town urban core at the centerof the City. With the significant developmentpressure in the City, Eisenhower East captures thenew investment capital, which can no longerlocate in the well established Old Town, andprovides an opportunity for future development tobenefit from connection with the historic center.Eisenhower East offers the exciting possibility ofcreating a new city within a city, with distinctivearchitecture, a mix of businesses, residences, retail

1I N T R O D U C T I O N

Figure 1-1 Eisenhower East Study Area


1-21-21-21-21-2 Eisenhower East Small Area Plan Alexandria, VirginiaApril 2003

must be configured to take advantage of thelocation of the two Metro stations that bracket thestudy area, to incorporate pedestrian-friendlyamenities that encourage walking to and fromtransit, and to minimize the impacts of traffic andparking. A focus of this planning effort is toensure that the combination of transit services,highway access, and local streets will be adequateto support the anticipated level of development.

PURPOSE OF THIS PLAN

The Need for PlanningThe 230 acres comprising Eisenhower East holdpromise for the greatest concentration of newdevelopment within the City limits in the comingdecades. It encompasses not only the 76.5-acreCarlyle development and the U.S. Patent andTrademark Office (PTO) complex, but also largetracts of land held by individual owners andcorporations for which no transportation,development or design standards have beenestablished.

Within the study boundaries of Eisenhower East liesthe potential for build-out of approximately 17million square feet of development. At this writing,Eisenhower East includes 4.3 million square feet ofexisting development, 6.2 million square feet ofdevelopment approved and under construction, and6.5 million square feet of potential developmentaddressed in this Plan.

spaces, grand boulevards and parks and gardens,creating an address complementary to andcompatible with Old Town and the residentialneighborhoods.

The planning for Eisenhower East echoes the18th-century challenge that faced Alexandria’sforefathers in designing the blueprint for the City’sorigins at the edge of the Potomac River. In theseformative years, the city founders wisely chose tocarefully lay out a harmonious street grid systemadjacent to the waterfront providing room forcommerce and domicile.

Today, in the current planning effort, the City looksback to these sound urban design principles, whichare the basis for the City’s evolution and forwardlooking approach to the requirements of moderndevelopment.

In transportation terms, Eisenhower Eastrepresents enormous opportunities andchallenges. In terms of opportunities, it is at theconfluence of major regional thoroughfares suchas the Capital Beltway, U.S. Route 1 and thescenic George Washington Parkway, and isserviced by two Metro lines, Amtrak passengertrain service to New York and Richmond, and theNorthern Virginia Railway Express commuterservice. Alexandria is minutes from downtownWashington, D.C. and three metropolitan airports.

In terms of challenges, large undeveloped parcels

The challenge facing the City in this Plan is how toguide and manage development of thismagnitude, while protecting the fabric of existingneighborhoods, in a manner that complements andenhances the urban design and historiccharacteristics of Alexandria and provides certaintyand guidance to the development community.

The quality of life of the citizens in the years tocome will be increasingly affected by how the City:

• Manages the projected traffic impacts of thisdevelopment;

• Encourages the creation of high qualitybuilding design and a rich mixture of activitieswhich makes an exciting and livablecommunity; and

• Provides for the integration of broadboulevards, tranquil open spaces and easypedestrian movement within this new urbancontext.

How the City responds to these challenges will, to alarge extent, determine how the City will continue togrow and prosper in the coming years.

It is clear that the City of Alexandria will benefitmost from well-planned development that creates alivable community, maximizes transit and minimizescongestion, and coordinates planning among thelarge property owners. This approach poses aunique challenge and a unique opportunity to theCity, as well as to the development community withwhich it is working.




POLICY DIRECTIVES ON EISENHOWER

EAST

1974 – 1992 Policy DirectivesOver the past quarter-century, the City of Alexandriahas undertaken a series of planning efforts designedto clarify the City’s policy with regard to the futuredevelopment of Eisenhower East.

In 1974, a revision to the City’s Master Planrecognized:

“the potential impact of the Metrorail system,the growing problems of traffic congestion, theneed for affordable housing, adequaterecreational facilities and open space, thegrowing public concern with good urbandesign and the need to protect residentialneighborhoods, historic areas and the naturalenvironment. The Plan also recognized theneed for Alexandria to remain economicallycompetitive within the region and to developemployment opportunities for its residents”[1992 Adopted Master Plan, “Land Use”summary, p. 3, referencing the 1974 MasterPlan.]

When the City adopted the King Street/EisenhowerAvenue Metro Station Small Area Plan as part of theCity’s 1992 Master Plan, it addressed the issuesof land use, development intensity, and zoning in

The PurposeThe purpose of this Plan is to establish the City’svision for the Eisenhower East area as asophisticated, full-service urban environment withmass transit amenities and a local grid of streets,incorporating outdoor plazas, parks, andpromenades and a broad boulevard flanked bybuildings of quality architecture on a human scale.To accomplish this, the Plan recommendsestablishing the:

• Mix of uses, the intensity of development andthe location of uses which best implement thevision;

• Transportation, infrastructure and open spacerequirements needed to create an attractiveurban environment; and

• Architectural and urban design standardsneeded to construct a streetscape and skyline,contributing to an overall sense of place andcapitalizing on development potential.

Eisenhower East. It established goals for urbandesign, mixed use and transit facilities. Thesegoals were to be implemented through theadoption of a “Coordinated Development DistrictZone” (CDD).

The purpose of the CDD zone was to allow limitedlevels of development using conventional zones,and to allow greater levels of development forprojects that would undergo a discretionaryreview process governing affordable housing anddesign quality. This approach was intended toensure harmonious and coordinated developmentamong individual large parcels.

2000 – 2002 Policy DirectivesThe City was undergoing extraordinary developmentpressures as it entered the new millennium. Inresponse to this challenge, the Mayor and CityCouncil determined to undertake a more active rolein defining and shaping the City’s future by adoptingthe comprehensive Plan for Planning [June, 2001].Using this approach as a basis, the City, in concertwith its citizens, began a series of planninginitiatives designed to clearly identify a sharedvision for the future and establish how newdevelopment should fit within its existing urbancontext.



Planning Commission Policies forEisenhower EastIn May 2002, based on the public input receivedat the planning workshops as well as consultantanalysis of the issues, the Planning Commissionendorsed 10 recommendations for development ofa comprehensive approach. Eisenhower Eastshould:

1. Create an urban not suburban development –an extension of Old Town/Carlyle;

2. Establish Eisenhower East as the City’s primaryeconomic development area;

3. Utilize a design process that works with propertyowners and community stakeholders to realize thevision;

4. Protect adjacent neighborhoods from adverseimpacts;

5. Maximize the use of Metro and other transit:

• Office should be concentrated near Metro;• Housing and retail should also be provided

near Metro to support 16 hour/7 day perweek activity;

• Shuttle transit options should be providedwith frequent headways; and

• Rigorous Transportation Managementprograms should be implemented.

The Plan for Planning identified Eisenhower Eastas an area of:

“explosive growth pressures…unprecedented in our history andinfluential to our future…The challenge is toensure that this new development iscoordinated with and contributes to theestablished character of our City. Here, theCity does not yet have the development,transportation and design standards in placeneeded to guide new investment.” [p.2]

City Council Directives:Eisenhower EastResponding to this need in November 2001, theCity Council offered the following directives for theplanning of Eisenhower East. The area should:

• Possess a lively environment with a mix of uses– retail, residential and office;

• Be a pedestrian-friendly urban village;• Be considered an economic development area

with higher density development, takingadvantage of the Metro;

• Maximize the use of the Metro and other transitservices, with consideration given to reducingparking to the most feasible level; and

• Provide recreation and cultural enhancementswith usable open space.

With this directive, the City moved beyond theCDD process of 1992 and endorsed acomprehensive, area-wide planning process thatbuilt upon the adopted zoning and the urbandesign goals of 1992. This directive sought toengage community-wide participation in thedevelopment of an area-wide plan, addressingmajor issues with city-wide impacts such as trafficand transit, open space and recreational facilities,architectural design, and pedestrian amenities.

The Eisenhower EastPlanning Process: 2001-2003Under the direction of the Planning Commission,the City designed a wide-ranging planningparticipation process which included propertyowners and businesses in Eisenhower, theEisenhower Partnership, Civic Associations,interested citizens, and all relevant departments andagencies within the City.

Led by the Department of Planning and Zoning, adetailed five phase planning process was outlinedthat included data compilation and analysis,community workshops, development offramework, identification of alternatives, andrefinement of a concept plan.




6. Establish Eisenhower Avenue as a grand“urban boulevard” providing:

• A friendly pedestrian route to Metro; and• A balance of pedestrian and auto uses and

urban open space

7. Ensure a network of urban streetscapes designedto provide:

• A balance of auto, pedestrian, transit and openspaces;

• Smaller blocks consistent with the pattern ofOld Town blocks defined by building facades ofappropriate heights; and

• Sidewalks sized to accommodate street activity.

8. Create a balanced plan for a quality urbanenvironment by providing:

• A jobs/housing balance by shifting use fromoffice to housing;

• An appropriate economic balance betweenrevenue and cost of services;

• A level of development tied to performancecriteria;

• A mix housing types and sizes; and• An appropriate level of affordable housing.

9. Provide a coordinated open space/recreationsystem of:

• Public spaces and streets interconnected andvaried;

• Resource Protection Areas protected/rehabilitated & expanded; and

• Open spaces and squares linked with theexisting spaces in Carlyle (e.g. Dulany Gardensand John Carlyle Street).

10. Ensure parking programs and parking standardsconsistent with urban – not suburban – models:

• Adequate & convenient on and off-street publicparking;

• Parking for office and residential usesconsistent with distance from major transit; and

• Incentives for underground parking/disincentives for above grade parking thatdominates the streetscape.

This Plan reflects the directives of the City Counciland the recommendations of the PlanningCommission and is a result of the continuingdialogue with a wide range of participants,including property owners, developers, andcommunity stakeholders. For that reason, this Plandoes not represent a static or inflexible document,but rather one that establishes a broad policyframework to guide the development of programsand projects over an extended period of time.

Planning workshop, May 2002





Specific recommendations are provided wherespecific approaches are necessary to achievepublic objectives, and more generalrecommendations where multiple approaches maybe considered.

Each recommendation within this Plan should beweighed for its ability to accomplish the overallgoals, and whether it strengthens and reinforces theother recommendations, and contributes to thecreation of the shared vision for the future.

Eisenhower East Small Area Plan 2-12-12-12-12-1Alexandria, Virginia

N E I G H B O R H O O D C H A R A C T E R I S T I C S

April 2003

THE PLANNING AREA

The Eisenhower East Planning Area includesabout 230 acres of land located at the southernedge of the City of Alexandria, bordering FairfaxCounty. It lies just to the west of the Old andHistoric Alexandria District, connected to the OldTown area by Duke Street. When compared withOld Town, the size of the area would cover theequivalent of just under 60 blocks of Old Town.This equivalent area would extend from thePotomac River to Payne Street on the west, andfrom Queen Street south to Wilkes Street. (SeeFigure 2-1, Equivalent Old Town Area.)

Eisenhower East is bounded on the north by DukeStreet and the Metro rail yard, on the east by HollandLane and the African-American Heritage Park, on thesouth by the Capital Beltway (I-95/I-495), and on thewest by Telegraph Road. The planning area includesthe 76.5-acre planned Carlyle community, includingthe 17-acre, 2.5- million-square-foot Patent andTrademark Office (PTO) complex.

To the north of Eisenhower East, the planning areaabuts the mixed-use development of office, retail,and hotels in the King Street Metro area. Thisarea, redeveloped primarily during the 1980s withthe opening of the King Street Metro station,interfaces directly with the Metro station, Amtrak,and the Virginia Rail Express system. North of thewestern end of the study area is the WMATA railyards and other mainline rail tracks.

Figure 2-1 Equivalent Old Town Area Laid onto the East Eisenhower District Site

2NE I G H B O R H O O D CH A R A C T E R I S T I C S


2 - 22 - 22 - 22 - 22 - 2 Eisenhower East Small Area Plan Alexandria, VirginiaApril 2003

Figure 2-2 Eisenhower East Boundaries

Access to the north is limited to Holland Lane,John Carlyle Street, and Dulany Street. There isno access from Eisenhower East to the east, withthe location of the African-American Heritage Park,several cemeteries, and the Alexandria SanitationAuthority complex. (See Figure 2-2, EisenhowerEast Boundaries.)

The Capital Beltway, Eisenhower East’s southernboundary, is currently being improved as part ofthe widening of the Woodrow Wilson Bridge. Atthis time, aside from the Telegraph Roadinterchange to the west of Eisenhower East, thereis no access to the south; however, the CapitalBeltway improvement program includes theconstruction of ramps that will provide a directconnection from the Beltway’s express lanes toMill Road. This improvement is currently fundedand is expected to be completed around 2007.

Another connection into the area is planned thatwould extend the Beltway’s Telegraph Road rampdirectly into the intersection of Stovall Street andEisenhower Avenue. Funding appropriation forthis improvement has not yet been made.

There are three roads connecting Eisenhower Eastto the west. The primary connection is alongEisenhower Avenue, which extends into the rest ofthe valley by way of a bridge over Telegraph Road.Direct connection to Telegraph Road takes place atPershing Avenue, on the north side of EisenhowerAvenue.



April 2003

The third road connection is Mill Road, whichextends under Telegraph Road and connects backinto both Telegraph Road and Eisenhower Avenueon the west side of Telegraph Road.

Mill Road is currently being straightened andimproved in the northwest portion of the studyarea and a proposal has been made to relocateMill Road on the west side of Telegraph Road toimprove its connection to Telegraph Road.

HISTORICAL CONTEXT

The Eisenhower East area is an early and rich partof the City’s history. The area around theintersection of present-day Eisenhower Avenueand Mill Road was the location of the Village ofCameron, beginning in the 1730s. Later, in thelate 1790s, West End Village was created in thenortheast portion of the area.

The following information on the Village ofCameron and West End Village was derived from“Walk and Bike the Alexandria Heritage Trail: AGuide to Exploring a Virginia Town’s Hidden Past,”by Pamela J. Cressey, Alexandria CityArchaeologist.

Village of CameronIn the early years of the City, Cameron Run was avirtual river as wide as the Capital Beltway anddeep enough for European ships to sail from thePotomac River, up Great Hunting Creek and alongCameron Run to where today’s Telegraph Road islocated. The early transfer of tobacco fromground transport to ship occurred in this location.The Resource Protection Area in the southwestquadrant of the intersection of Eisenhower Avenueand Mill Road is the last remaining vestige of theoriginal Cameron Run in the Eisenhower Eastarea.

In the immediate vicinity, the Village of Camerongrew by the 1730s. It was developed as a smallcrossroads settlement near the first ford ofCameron Run. By 1752, the village included afew homes, a tavern and a mill. A grist mill (formilling flour) was constructed in the 1790s. Amillrace (a channel for water) running between thetwo mills bringing water to power the wheels. In1851, the Alexandria Water Company used themill to pump water up to a reservoir located on theprominently situated Shuter’s Hill (today’slocation of the George Washington NationalMasonic Memorial). The small, square reservoir

View of area from Shuter’s Hill, 1860s, with Great Hunting Creek in background (National Archives, Brady Collection)



a few of them, a wide turnpike was in great demandand made it easier to bring agricultural goods intotown for processing and shipment. The turnpikealso brought cattle to the West End for butchering,while numerous businesses, including hotels,saloons, breweries, blacksmith shops and slavedealerships, developed along its route. Bargestraveled down Hooff’s Run and Cameron Runtransporting meat for export to the wharves locatedon the Potomac River.

Eisenhower East still contains the archaeologicalremains of the mill at Cameron, a 1850s brickvault for the storage of beer (still preserved underDuke Street near Dulany Street), and the ruins ofthe Virginia Glass Company, which operated from1894 to 1916 (located under the public square onJohn Carlyle Street).

The planning area is within the Cameron andBacklick Run Archaeological Resource Area, withthe potential to contain significant archaeologicalmaterials. Archaeological assessment is requiredas part of the development approval process.

Historical Land UseThe Orange and Alexandria Railroad came to thearea in the 1850s, setting the stage for theindustrial–type activity that would occupy the areafor the next 140 years.

According to Civil War-era maps, much of thesoutheastern portion of Eisenhower East was

marshland that has since been filled in, first withsediment and later with soil from the constructionof the Capital Beltway. The original marshcondition and the subsequent filling of the areahave created some poor soil conditions. (SeeFigure 2-3 for the general location of filled land.)

For much of its recent history, Eisenhower Eastwas in the Cameron Run floodplain and thereforesubject to periodic flooding. As recently as the1940s, small boats could navigate part of themarsh area. Through the 1960s and 1970s, themarsh areas were used as a landfill, bringingelevations up to 15 to 20 feet above sea level.

Much of this area was considered a swamp, alandfill site, and an area suitable only for light orheavy industry. Indeed, industrial uses such asthe Alexandria Scrap Yard, a steel foundry, theNorfolk-Southern rail yard, and the VirginiaConcrete plant found their homes in the area.

A substantial portion of the study area wasannexed to the City of Alexandria in 1915, withareas to the west annexed in 1952. The area onthe southern end of Eisenhower East, south ofwhat was then Cameron Run was annexed in1973, after it was filled with the construction of theCapital Beltway.

With the completion of the Cameron Run floodcontrol and channelization project in the late1960s and early 1970s, the area became suitable

is still in use. The flour mill continued to operateuntil about 1920. Over the years, archaeologistshave unearthed and studied the foundations of thestone mill, the millrace, the miller’s house, andthe West family burial vault.

West End VillageThe area around the intersection of Duke Streetand Holland Lane was the setting for some ofAlexandria’s early business and residentialdevelopment. The area, known as West EndVillage, was the City’s first “suburb,” dating backto 1796. That year, John West subdivided theland into residential lots to promote development.

One of Alexandria’s main arteries, Little RiverTurnpike (Duke Street), began as a private venturethat same year. With badly constructed roads and

Old Cameron Mill, late 19th century (William FrancisSmith Collection)



April 2003

for commercial development. The Hoffman Center,consisting of about one million square feet of officespace, was built between 1968 and 1972.

Other commercial development followed in the late1970s and 1980s, including the AmericanTrucking Association office building. In addition,the City found the area suitable for the location ofthe Public Safety Center, the Homeless Shelter andSubstance Abuse Center, as well as a Metrostation next to the Hoffman Center.

In the 1980s, WMATA constructed theEisenhower Avenue Metro station as part of the“Yellow Line” of the region’s heavy rail rapidtransit system. The line runs generally north-south and is located to the west of Mill Road.The Yellow Line currently terminates one station tothe south at the Huntington Avenue station.

WMATA’s long-range plans for the Metro systeminclude the expansion of the Yellow Line toconnect the Branch Avenue Metro station inPrince George’s County, Maryland, with theHuntington Avenue Metro station in FairfaxCounty, Virginia, utilizing the enlarged WoodrowWilson Bridge.

Eisenhower East’s proximity and exposure to theBeltway, the presence of large vacant sites, andthe availability of buildings with ample parkingand less expensive rents compared to downtownAlexandria locations, all brought relatively low

Figure 2-3 Filled Land Areas



Figure 2-4 Land Ownership Key

density, back office space, flex space, governmentoffice users, and warehousing to the area.

During the 1990s, conditions began to change tocreate the opportunity for Metro-related, mixeduse, and higher quality development. A jointventure between The Oliver T. Carr Company andNorfolk-Southern Corporation resulted in theremoval of the railroad tracks that had historicallyseparated Eisenhower East from the rest of the Cityand set the stage for the development of theplanned Carlyle community.

LAND OWNERSHIP

Eisenhower East is unusual in that the land is heldby very few ownership entities. As the Carlyle planis implemented, the land formerly under theownership of the Norfolk-Southern Railroad isbeing sold to individual developers, includingLCOR, for the development of the PTO complex.

The balance of the land is currently owned by thefollowing entities (See Figure 2-4, LandOwnership Key for the location of properties):

1 — Hoffman Family LLC2 — Mill Two Associates Partnership3 — Trammell-Crow Company4 — Washington Metropolitan Area Transit Authority

5 — Thomas H. Andrews Partnership6 — American Trucking Association, Inc.7 — Simpson Development Corporation8 — Carlyle Development Corporation9 — Alexandria Sanitation Authority

10 — Alexandria Mini-Storage LLC11 — Virginia Concrete Company12 — Hooff Fagelson Tract LLC13 — Jefferson at Carlyle Mill LP14 — City of Alexandria



April 2003

Figure 2-5 Existing Zoning Boundaries

It is unusual in a highly urbanized area to have sofew ownership entities and such large parcels.This pattern of ownership is both an advantageand a disadvantage. Typically, a study area aslarge as Eisenhower East would require thedifficult task of assembling multiple land parcels inorder to accomplish the planning goals. This isnot the case with the large parcels in this studyarea. Conversely, the type and pace of theimplementation is controlled by relatively fewentities, and the implementation is impacted bythe amount of management and financialresources within each entity.

PRIOR PLANNING

In 1992 the King Street/Eisenhower Avenue MetroStation Small Area Plan was adopted as part of theCity’s Master Plan. The Master Plan providedgeneral guidance for the appropriate land usesand development. The Carlyle development in thenortheast portion of Eisenhower East was plannedas an urban neighborhood with a mix of uses, adefined urban grid of streets, and an integrated setof open spaces, parks, and squares.

The City approved the Plan for Carlyle in 1990and the provisions of the Plan were adopted withinthe Duke Street Coordinated Development District(CDD 1) zone, with the adoption of the MasterPlan and zoning in 1992. Carlyle has anapproved Special Use Permit (SUP) that provides



very detailed direction on land uses, intensity ofdevelopment and design for the project. (SeeFigure 2-5, Existing Zoning Boundaries.)

The western portion of the planning area is zonedEisenhower Avenue Coordinated DevelopmentDistrict (CDD 2). Included within CDD 2 are thelands owned by the Hoffman Family, the landsowned by Yates and Trammell Crow and a vacantparcel owned by the American Trucking Association.

The Yates/Trammell Crow parcels were approvedfor a mixed-use, residential, office and retailproject under a Special Use Permit in 2002. Priorapprovals on the Hoffman lands include a ConceptPlan approval in 1998 that calls for a large officedevelopment and some retail around the Metrostation and residential uses on the Hoffman landseast of Mill Road. The Concept Plan includedapproximately 5.8 million square feet ofdevelopment, but provides little guidance in theway of design as it primarily defines land uses,development intensity and parking.

The CDD zone typically is predicated on acooperative planning effort between landownerships, architectural design review and acommitment to affordable housing to permit thehighest level of density. In fact, there has beenlittle joint planning among the property owners.The balance of the privately owned, under-developed lands are zoned OCM (100) OfficeCommercial Medium, with a 100-foot height limit.

The OCM (100) district is a medium-density office/commercial district that also allows residential uses.The publicly owned lands are zoned UT Utilities andTransportation, POS Public Open Space and, in thecase of the Alexandria Sanitation Authority property,the Public Safety Center and the Substance AbuseCenter OCM (100).

OPEN SPACE

About five percent of Eisenhower East is currentlyin natural and public open space. The cemeteriesand the African-American Heritage Park on theeastern part of the area and the GeorgeWashington National Masonic Memorial add to

Figure 2-6 Regional Open Space

the open-space visual quality of the study area.While there is natural open space along thestreams in the southern and eastern portions ofthe area, the primary characteristic of open spacein Eisenhower East is in the form of urban spaces,including Dulany Gardens and John CarlyleSquare, within the Carlyle development.

To the west of the Eisenhower East area, the Cityhas preserved and developed a system of greenopen space, known as Cameron Run. (SeeFigure 2-6, Regional Open Space.) This openspace/park resource runs for several miles andconnects active and passive recreationalopportunities with a continuous bicycle andpedestrian route.



April 2003

Unfortunately, Telegraph Road interrupts theeastern end of this community resource and it isdifficult to cross to Eisenhower East through themaze of roads and ramps.

To the east of the study area and Holland Lane, a;arge green buffer is provided betweenEisenhower East and the Southwest Quadrantneighborhood by the African-American HeritagePark, the Hooff’s Run watercourse, and thecemeteries.

Within Eisenhower East, urban squares areprovided at Carlyle. The John Carlyle Square isdesigned to provide an active green areasurrounded by retail and office uses and theDulany Gardens, contained within the PTOcomplex, will provide a green respite anchored onone end with a large atrium building housing thePTO museum.

The Eisenhower East area contains opportunitiesto recapture and restore natural areas within thearea that have been designated by the City asResource Protection Areas (RPA). The areaidentified as Mill Run, the extension of the racefrom the historic mill location, courses parallel toEisenhower Avenue for several hundred feet justto the east of Mill Road before it bends south andconnects with Hooff’s Run at the southeast cornerof the area. While these areas have largely beenneglected, or in some cases built over, they offerthe potential for creating natural passive openspace, restoring wildlife habitat and providingrecreation opportunities.

INFRASTRUCTURE AND PUBLIC FACILITIES

Water, sanitary sewer, and storm water systems arein place to serve Eisenhower East. Major sanitaryand storm sewer systems bisect the area. TheHolmes Run sanitary sewer trunk line runs in aneast-west direction through the area and handles a

very large volume from areas of the City further tothe west. This line was constructed prior to theconstruction of Eisenhower Avenue, and for themost part, is located within easements on privateproperty outside of the right-of-way forEisenhower Avenue.

The eastern segment of this line has beenevaluated and found to be in need of upgradingas it will exceed its design capacity by 2020.Improvement to this line has already been fundedas part of the City’s Capital Improvement Program.Relocation of portions of the line may benecessary as new development takes place, wherethe location of the line is found to conflict with theproposed location of new construction. Recentupgrades to the Alexandria Sanitation Authority’streatment plant have ensured a design capacity tohandle the needs of new development in theEisenhower East area.

Major storm water systems flow through theEisenhower East area, carrying water from north ofthe study area into the natural run on the southside. For the most part, this system is locatedwithin public rights-of-way; however, in a fewinstances, relocation may be necessary as part ofnew development projects.

The City’s Public Safety Center, constructed in the1980s along Mill Road, houses the City’s PoliceDepartment, serving the entire City. The PoliceDepartment have raised concerns about the size

Masonic Temple



and location of their facility. The needs of theDepartment are outgrowing the size of the facility,and they have experienced access problems withthe facility’s location. Relocation of the PoliceDepartment functions to another site in the City iscurrently being explored.

The Public Safety Center area also includes thelocation of the City’s Jail facility and the Sheriff’sDepartment. With the location of the FederalCourthouse within the Carlyle area of EisenhowerEast, this facility houses many high profile federalprisoners. Maintaining a secure facility is amajor concern as new development takes place.

The Alexandria Fire Department is in need of anadditional fire station to handle the amount of callsthey receive in a timely and responsive manner .Due to limited access in the Eisenhower Valleyand its projected amount of growth, the area isbeing explored for the location of a new station.The nearest fire station is located at theintersection of Duke Street and South QuakerLane.

A possible location within the Eisenhower Eastarea is the site just to the west of the City’sHomeless Shelter and Substance Abuse Center onMill Road. This vacant site adjoins the Metrotracks and is currently owned by WMATA. Thissite has remained open within the Eisenhower EastPlan in the event it is found to be a desired site fora new station.

OPPORTUNITIES

The conditions in Eisenhower East present anumber of opportunities, that when capitalizedupon, provide the basis for the creation of avibrant, new, urban, transit-oriented, mixed-usecommunity. These opportunities include:

• Location of MetroThe Eisenhower Avenue Metro Stationprovides the setting and condition underwhich high density mixed use developmentcan occur, while minimizing potential trafficimpacts. The City has a significantinvestment in this station that can berecouped through a quality mixed-useenvironment around the Metro station.

• Potential for a Grand BoulevardThe size of Eisenhower Avenue, combinedwith high-density development, are the basicelements that if properly designed andimplemented can transform EisenhowerAvenue into an attractive urban environment,providing a signature address.

• Opportunity for Open Space ContinuityThe large development parcels andenvironmental resources within EisenhowerEast provide the opportunity to createlinkages to the City’s overall open spacenetwork, building upon the urban open

View of existing Eisenhower Avenue looking east

View of existing open space at Eisenhower Avenue andHolland Lane



April 2003

spaces within Carlyle, the existing streamvalleys, and the existing regional system.

• Character of Carlyle Development – PTO as aStrong Anchor TenantThe Carlyle development has set a standardfor a high quality urban environment. Theopportunity exists to build upon good qualityurban design and building construction tocontinue this Class A environment into theremaining area of Eisenhower East. Thelocation of PTO will bring additional demandfor new office space for businesses benefitingfrom close proximity to their facilities.

• Transportation ImprovementsA number of transportation improvements areset to help manage the development withinEisenhower East, including the new accessramps to the Beltway at Mill Road and StovallStreet, and the improvements to the WoodrowWilson Bridge that will help alleviate trafficcongestion along Duke Street.

• Large Parcels and Single OwnershipsThe large parcels, with few owners,substantially reduces the problems associatedwith assembling multiple land parcels andmakes it easier to accomplish the goals andapproaches set forth in the Plan. Whiledealing with few land owners is an advantage,it can also pose constraints onimplementation of the Plan, as the pace of

development is restricted by the managementand financial resources of only a few entities.

• Capital Beltway as Window to AlexandriaThe positioning of the Capital Beltway alongthe entire southern boundary of the studyarea allows the traveling public to view thequality and character of development in theEisenhower East area, and to realize thatAlexandria has more to offer than just OldTown.

CONSTRAINTS

There are several conditions within EisenhowerEast that need to be overcome in the planning forthe area. These constraints are:

• Limited Access and Connections to the CityEisenhower East has few connections to theremainder of the City, with only three roadconnections along Duke Street to the north,no connection to the east, and only limitedconnection to the south and west.Eisenhower Avenue serves as a spine road,connecting the area with the rest of theEisenhower Valley.

• Subsurface Geotechnic ConditionsAs previously discussed, much of theEisenhower East area is filled marsh land andold landfill area, that has resulted in poor soil

View from Metro looking north along Swamp Fox Road

View across undeveloped parcels looking at elevated Metrotracks



conditions, the potential for hazardousmaterials, and the potential for methane gasproduction. These conditions pose problemswith and increase the cost of construction oflarge buildings and the placement of parkingunderground.

• Proximity of Capital Beltway and Waste WaterTreatment PlantThe Capital Beltway generates a considerableamount of noise from the traffic. With theelimination of the tree buffer with the wideningof the Beltway, that noise level will likelyincrease in the area. The Beltway’s proximityprovides a challenge in the location of landuses in the area. Wastewater treatment plantsgenerally produce strong, unpleasant odors.Current improvements to the plant to coverthe filtration ponds will likely improve thatcondition; however, problems may exist forfuture residents.

The City has a wonderful opportunity to buildupon the strengths of the Eisenhower East area increating a vibrant new urban environment for itscitizens.

Eisenhower East Small Area Plan 3-1 3-1 3-1 3-1 3-1Alexandria, Virginia

R E A L E S T A T E M A R K E T C O N T E X T

April 2003

The Eisenhower East area is an importanteconomic opportunity for the City of Alexandria.The area is currently undergoing significantchange from largely vacant land to a high-densityurban district. This summary of the real estatemarket provides an overview of the marketpotential for the development of office and retail/entertainment uses in the Eisenhower East areaand the potential fiscal benefits to the City from thefuture development.

This section summarizes the findings of a reportprepared by Whitney & Whitney, Inc., entitled“Analysis of Market Potentials for Office and RetailSpace in the Eisenhower East Corridor, December2002”. The residential market was not studied atthis time, as it appears that there is a strong,unmet market demand for quality urban residentialfor the foreseeable future given the currentstructure of interest rates. Alexandria with itsclose-in location and proximity to Washington,DC, and the Eisenhower East planning area’ssuperior access to transit service indicates thatthere is a generally strong market for sale andrental residential uses.

Understanding the market potential to absorb newoffice, residential, and retail space provided thebasis for determining the overall magnitude of thedevelopment opportunity, the most appropriate mixof uses, and how these uses should be allocatedover the planning area in an economically effectivemanner.

3RE A L ES TAT E MA R K E T CO N T E X T



• Access and visibility from the Capital Beltway,a roadway that is currently undergoingsubstantial improvements including theexpansion of the Wilson Bridge across thePotomac River; the addition of travel lanes tothe Capital Beltway at the SpringfieldInterchange; and improvements to the on-andoff-ramp systems that provide linkages to theEisenhower East site;

• Proximity to office centers in Arlington andWashington, DC by either transit or automobile;

• Proximity to the Ronald Reagan WashingtonNational Airport;

• Proximity to the cultural and commercialrecreation opportunities found in Old TownAlexandria;

• Potential synergistic benefits associated with amaster-planned, mixed-use, pedestrianenvironment that affords the opportunity to bothlive and work in Eisenhower East;

• Cost advantages associated with a near-centrallocation that is outside the District of Columbiaboundary – realtors indicate that annualoperational costs for office buildings are from$4.00 to $7.00 per foot lower in Alexandriathan in Washington, DC;

Washington office space market enjoys a healthycurrent occupancy rate of about 93%, and shouldenjoy future annual growth averagingapproximately six to seven million square feet ofspace.

The Alexandria Office MarketThe City of Alexandria has an existing inventory of13.0 million square feet of office space. Its annualgrowth, including the Patent and Trademark Office(PTO) project currently under construction, hasaveraged 420,000 square feet annually over the last30+ years. Effectively, the City has been able tocapture a regional market share of 5.2%. Similar toother inner Beltway sub-markets, Alexandriacurrently enjoys an office space occupancy rate thatexceeds 91%, and has not been severely impactedby the recent collapse of the “dot.com” industries.

In addition to its prime location in the City ofAlexandria, the major strengths of Eisenhower Eastas an office site are as follows:

• Immediate proximity to the existing EisenhowerAvenue Metro Station. As demonstrated inArlington County and numerous othermetropolitan areas throughout the UnitedStates, a transit station can serve as a lynchpinfor a successful high density, live-workenvironment. It is also a favored location byemployers seeking access to a large regionallabor pool;

OFFICE SPACE MARKET POTENTIAL

The analysis of the Eisenhower East area’s officespace market potential was analyzed relative to theregional trends in office space construction, andprovides a forecast for future office spaceabsorption in the corridor.

Regional Market ContextThe City of Alexandria’s competitive market foroffice space consists of the Washington, DC region,encompassing the District of Columbia, SuburbanMaryland, and Northern Virginia. As of September2002, this region had 324.9 million square feet ofoffice space and is considered to be the secondlargest office space market in the United States. Ofthis total, 44% of the total market supply is locatedin Northern Virginia.

Over the 32-year period 1970-2002, the supply ofoffice space in the Washington, DC regional marketarea has grown at an average annual rate of 8million square feet. During the peak constructionyears between 1985 and 1990 the development rateaccelerated to 16 million square feet annually.

Spurred on by the market stimulus provided by the“dot.com” industries the Washington region saw anoffice development boom in the late 1990s and firsttwo years of the 21st Century. The recent decline ofthis industry has led to office space vacancy ratesin some suburban Virginia sub-markets that rangeas high as 30%. However, on balance, the



April 2003

prime location for new office development in theregion. Accordingly, the City of Alexandria shouldbe able to capture a four to five percent marketshare of the Washington, DC Regional Market Areaoffice space demand, the equivalent of 250,000 to350,000 square feet per year, for the next 10 to 15years in addition to the space that is currentlycommitted for development at PTO. The majority ofthe future space—between 200,000 and 250,000square feet annually-–should be captured at variousEisenhower East office projects.

Potential Impact of Limiting OfficeParking within Eisenhower EastAn important consideration in the assessment of thefuture market potential for office space inEisenhower East is the recommended restriction ofparking in new office developments to an effectiveratio of 2.0 parking spaces per 1,000 square feet(SF) of office space for projects located within1,500 feet of the Eisenhower Avenue Metro Station.A review of this issue revealed the following:

• Empirical studies of office employee parkingbehavior (see Donald C. Shoup, “AnOpportunity to Reduce Minimum ParkingRequirements,” APA Journal, Winter 1995)suggests that employer-paid parking demandis 2.4 spaces per 1,000 square feet, anddriver-paid parking demand is 1.8 spaces per1,000 square feet. Effectively, when the costof parking is not subsidized by the

• A proven market location that is proximate tothe primary generator of jobs requiring officespace, the Federal Government, and satisfiesthe GSA requirement for contractors to locatewithin 2,500 feet of a metro station; and

• Potential “spillover” of additional office tenantsthat are generated by the presence of theFederal Court Building and the PTO offices.

The major weaknesses or deficiencies ofEisenhower East as an office location area asfollows:

• Local access via the arterial street system isdeficient in a number of important respects dueto the historical “spoke” pattern of regionalarterial roads focusing on Old Town; theabsence of a north-south grid pattern of streetswesterly of U.S. 1; and the southerly barriercondition presented by Mill Run and the CapitalBeltway. Significant road improvements will beneeded to accommodate future trafficgenerated by both residents and employees,including the widening of Eisenhower Avenueand enhancement of Telegraph Road ingress/egress to the corridor;

• While not a current issue, in the future it willbe important to augment the public transitsystems serving the immediate EisenhowerEast area, such as providing the Metro station

with expanded platforms, feeder buses, andimproved pedestrian and automobile ingressand egress, as presented within this Plan;

• The proposed urban character of EisenhowerEast may not appeal to certain companies thatfavor the lower-density, stand-alone suburbanenvironment that is provided at locations nearDulles International Airport or in other areas inFairfax County;

• The proposed limitation on parking to 2.0spaces per 1,000 gross square feet of officespace may not be acceptable to some of thelarger space users who prefer the 3.5 to 4.0space per 1,000 square foot ratios available insuburban locations; and

• The relative scarcity of lower-density residentialopportunities to serve senior and juniorexecutives will be considered as a problem bysome firms considering the location.

Eisenhower East Office AbsorptionGiven its strategic position in the Washington, DCmetropolitan area, the likely continuation of thefederal government as the primary generator ofoffice employment in the region, the completion ofthe proposed improvements to the regional roadsystem in the immediate vicinity, and theimplementation of the Eisenhower East Plan, theCity of Alexandria should continue to serve as a



community or the employer and passed on tothe employee, on balance there is likely to bea significant reduction in net employment-related parking demand;

• Washington, DC restricts parking in officebuildings to a standard of 1.66 and Arlington ispushing for a 1.0 standard near metro stations,thus Alexandria is hardly on the “fringe” withrespect to this issue;

• While some realtors indicate that somesuburban tenants insist upon parking levels at3.0 or more spaces per 1,000, these users arenot likely candidates for the highly-urbanizeddevelopment that is being proposed forEisenhower East;

• Discussions with developers and lenderssuggested that they did not believe that theparking restriction was a major problem thatwould potentially constrain new officedevelopment programs;

• The recently developed office buildings withinCarlyle have been fully leased with similar, andin some cases, lower parking ratios. Theparking ratios for office space, based on grosssquare footage, range from a low of 1.23spaces per 1,000 square feet to a high of 2.1per 1,000 square feet. Excluding the Patentand Trademark Offices, which has a 1.56 per1,000 square foot ratio, the average ratio of allother office buildings in Carlyle is 1.77 spaces;

• On the major sites, there do exist higher ratiosof parking supporting the current uses. Thisexisting parking will aid in accommodatingpotential interim parking needs during thetransition to the full urbanization of the areawhen parking demands are reduced; and

• Finally, the implementation of a comprehensivetransportation demand management planinvolving transit and other movement systemsshould be able to mitigate any short-termstresses created by the 2.0 spaces/1,000 SFstandard in Eisenhower East.

Summary of Market Potential forOffice Space in Eisenhower EastGiven its strategic position in the Washington, DCmetropolitan area, the continuation of the federalgovernment as a primary generator of officeemployment in the region and the completion of theproposed improvements to the regional road systemin the immediate vicinity of Eisenhower East, theCity of Alexandria should continue to serve as aprime location for new office development in theregion. Its market “niche” is well established, as alocation that is close to the center of theWashington, DC metropolitan area, is highlydesirable in terms of operational costs, and is easilyaccessible by automobile and transit to a large laborpool.

Accordingly, the City of Alexandria should beable to continue to capture a four to five percentmarket share of the Washington, DC RegionalMarket Area demand or from 250,000 to 350,000square feet per year for the next 10 to 15 years inaddition to the space that is currently committedfor development at PTO. The majority of thatspace – perhaps 200,000 to 250,000 square feet– should be capturable at Eisenhower Eastlocations.

In order to achieve this level of market penetrationit will be necessary for the City to ensure thatdevelopers provide the amenities and conveniencesthat are commonly associated with a highlyurbanized location. In addition to providing officespace, the developments should offer a range ofnearby residential choices that encourage a “live-work” life style and a range of shopping andentertainment experiences that are accessible on apedestrian basis. The type of “town center” thatcould serve as an important “anchor” attraction forfuture office space is reviewed below in the analysisof retail development potentials.



April 2003

Figure 3-1 Primary Market Area

RETAIL MARKET POTENTIALThe retail analysis considered two types of retaildevelopment opportunity in the planning area:

• The market potential for a “town center” retailexperience offering a diverse mix of retail,restaurant, and services uses that serves thelarger regional population; and

• The market potential for convenience retail andservice activities that provide for the immediateneeds of residents, employees, and visitorslocated in the Eisenhower East planning area.

Primary and Secondary MarketAreasMarket areas for a potential “town center” type ofretail development have been derived from: (1)application of appropriate geographic and mileagestandards for town centers and urban entertainment/retail complexes determined from patronage atcomparable developments; and (2) directobservation of current customer visitation patternsto the existing cinema complex within the planningarea.

Using these sources, the PRIMARY MARKET AREA(PMA) for the proposed town center includes theCity of Alexandria and a “pac-man” shapedconfiguration that extends for a 10-mile radius inthe westerly, southerly, and easterly directionsfrom the existing Hoffman cinema complex site(see Figure 3-1, Primary Market Area). The

SECONDARY MARKET AREA (SMA) includesArlington County; District of Columbia; PrinceWilliam County, Virginia; and portions of FairfaxCounty, Virginia and Prince George’s County,Maryland that lie more than 10 miles from theexisting cinema complex site.

These market area definitions reflect that: (1) theCapital Beltway is a significant determinant of theshape of the PMA by providing access for PrinceGeorge’s County residents to the site; (2) despitetheir relative proximity to Alexandria, Arlingtonresidents utilize entertainment/retail opportunitieslocally, in Washington, DC and northern Maryland(Bethesda) rather than travel southerly toAlexandria; and (3) residents in southern FairfaxCounty and Prince William County tend togravitate toward the metropolitan center forentertainment /retail activities and can be“intercepted” at the Eisenhower East location.

The Primary Market Area (PMA) for the EisenhowerEast town center is currently estimated at 761,100persons. The PMA is growing at a rate of 1.1% peryear, and by 2007 should exceed 804,000 persons.About 18% of the PMA population, or 133,100persons, reside within the City of Alexandria.In terms of per capita incomes, the PMA’s currentaverage is estimated at $37,144. The PMA isdominated by the City of Alexandria, where averageper capita incomes are currently estimated at$46,613. By 2007, average annual per capita



incomes for PMA residents should approach$40,000. Aggregate retail spending by PMAresidents should approach $9.6 billion in 2002 and$11.0 billion in 2007.

While SMA residents have lower per capita incomes($36,513) than PMA residents, their retail spendingshould approach $35 billion by 2007. A SMAtypically contributes from 15% to 20% of thepotential market support to a major urban center.

Retail Sales Market Capture RatesTwo sets of retail sales market capture rates weredeveloped in the analysis of market supportgenerated by PMA and SMA residents: a “baseline”capture rate and an “optimistic” capture rate, withthe latter representing the market potential if a majorretail developer were introduced to the EisenhowerEast development program. Application of thesales capture rates to retail categories consideredappropriate for a town center produces a retail salescapture projection for the proposed Eisenhower Easttown center of $80.9 million in 2002 and $92.9million in 2007 with the Baseline Scenario; underthe Optimistic Scenario the capture projection is$130.3 million in 2002 and $149.3 million in 2007.

Table 3-1 Supportable Retail Space at Eisenhower East Town Center - PMA and SMA Residents

Table 3-2 Baseline Forecast: Supportable Space in Square Feet

2002 7002

oiranecSenilesaB 966,012 299,142

oiranecScitsimitpO 904,653 833,804

:ecruoSyentihW&yentihW

2002 7002 2102 7102 2202

sdooGreppohS 658,411 925,151 753,661 417,871 924,091

gniknirDdnagnitaE 071,83 360,57 274,89 089,711 474,631

sdooGecneinevnoC 294,83 560,66 373,28 369,59 648,801

liateRlatoT 815,191 756,292 302,743 756,293 947,534

%00.01secivreS 251,91 662,92 027,43 662,93 575,34

latoTdnarG 076,012 329,123 329,183 329,134 423,974




April 2003

Table 3-1 summarizes the potential supportableretail space in Eisenhower East from existing PMAand SMA residents under the Baseline andOptimistic Scenario assumption structures for theperiods 2002 and 2007. The projections indicatethat there is potential market support for a towncenter with between 200,000 and 300,000 squarefeet of retail space from the existing and projectedPMA and SMA resident market beforeconsideration of the additional demand that will begenerated by the build-out of the Eisenhower Eastmaster plan.

Table 3-3 Optimistic Forecast: Supportable Space in Square Feet

VisitorsBased upon current approval status and bestestimates of future entitlements, Eisenhower Eastcould ultimately be developed with over 17 millionsquare feet of residential, office, retail, hotel andrelated space. In turn, with this magnitude ofdevelopment the Corridor will generate three majorsources of new retail demand: (1) the residentpopulation, projected at more than 11,000persons at build-out and allowing for a 4.8%vacancy rate; (2) an anticipated work force

projected at approximately 32,000 employees atbuild-out, with a vacancy allowance in officespace at 10%; and (3) visitors to the Corridorhotels, projected to represent about 455,000visitor days at build-out. After consideration oftheir likely retail expenditures, at full build-outlocally generated demand should support anadditional 237,400 square feet of retail spacewithin Eisenhower East.

Regional market support is combined with localmarket support to produce a summary supportableretail space projection under both the Baseline andOptimistic scenarios. Per the more conservativeBaseline forecast, the current 2002 demand forretail space in the Eisenhower Corridor master planarea is projected at 210,700 square feet; thisincreases over the 20-year forecast period to479,200 square feet, distributed by major retailspace category as described in Table 3-2.

Under the Optimistic projection, the totalsupportable retail space is projected currentlyprojected at 356,000 square feet, and this amountincreases to over 645,700 square feet at build-out(see Table 3-3).

As an overall planning parameter, the master planallocation of almost 600,000 square feet of retailspace for Eisenhower East lies between theBaseline projection of 496,300 square feet andthe Optimistic projection of 662,700 square feet

2002 7002 2102 7102 2202

sdooGreppohS 678,912 865,172 693,682 357,892 864,013

gniknirDdnagnitaE 634,16 424,101 338,421 143,441 538,261

sdooGecneinevnoC 696,24 159,07 952,78 948,001 237,311

liateRlatoT 800,423 349,344 984,894 349,345 530,785

%00.01secivreS 104,23 493,44 948,94 493,45 407,85

latoTdnarG 904,653 833,884 833,845 833,895 937,546




Table 3-4 Retail Space Allocations

that were considered sustainable at build-out fromthe combined regional and local sources ofdemand. While slightly aggressive, this scale isconsistent with the larger objective of developinga major town center that would serve as a focalpoint for the region, and it also comparesfavorably in size with emerging entertainment/retaildestinations that are occurring throughout theUnited States such as the Spectrum in Irvine,California and new facilities found in centralBethesda, Maryland.

Retail Space AllocationsThe retail space allocations in Table 3-4 arerecommended for the Eisenhower East master planarea, based upon current proposed developmentprogram. (See Figure 3-2 for block numbers.)

It should be recognized that the presence of anexcellent market opportunity for the developmentof a major town center with 400,000+/- squarefeet of retail/entertainment uses and the amount of

noitacoL teeFerauqSlatoT

dnaecaRlliM,seitreporPnamffoH.1,9,8,7,6skcolB:snorivnEnoitatSorteM

41,31,21,01 000,003-000,052

5,4skcolB,seitreporPnamffoH.2 000,08-000,05

,liateRdraveluoBeunevArewohnesiE.342,32,22,81skcolB 000,05

fohtroN,seitreporPelylraC.4rewohnesiE 000,08

tsaE,rewohnesiEfohtuoSseitreporP.5enaLhtebazilEfo 000,04-000,03

teertSekuD,tekraMsdooFelohW.6 000,05

latoTdnarG 000.006-000,015




April 2003

Figure 3-2 Block Number Key

new office space does not in itself guarantee asuccessful development. While the master planoutlines an excellent set of guidelines for futuredevelopers to follow, it is important to recognizethat proactive public leadership will be required inthe following areas:

• Planning of the town center in order to ensurethat core activities are provided that servecommunity needs and provide maximumconvenience;

• Planning of public spaces as part of the towncenter and the urban boulevard experience;

• Utilizing economic incentives in order toguarantee a balanced, mixed use live-workcommunity; and

• Developing adequate infrastructure and carefulmanagement of the transportation system,including the integration of public transitsystems, existing Metro facility and parkingfor the town center to ensure public accessand convenience.



Market SummaryThe market analysis indicates that there issufficient market potential to accommodate thegeneral office parameters outlined in the Plan overthe 20-year plan horizon, and the on-goingmarket for housing in the Alexandria area fulfillsthe needs residential needs of the Plan. Ofparticular interest is the strong potential for retailand entertainment uses, first to establish a towncenter with a regional draw and a neighborhoodor convenience center to meet the everyday needsof the workers and residents of Eisenhower East.The market analysis indicates that the involvementof an experienced retail developer in the planningand development of the town center wouldenhance the scope, scale, and economic potentialof the important retail/entertainment component.

Supported by market forces, the City has a uniqueopportunity to guide and manage new developmentin Eisenhower East towards the creation of anexciting and inviting urban place that benefits theentire community.

Eisenhower East Small Area Plan

A D D E N D U M


A special thanks to the following citizens, propertyowners, and business representatives whoparticipated in the workshops and planningprocess for the Eisenhower East Small Area Plan:

Jim AlexanderAgnes ArtemelChet & Sabra AveryJo Anne BarnardRoss B. BellJoseph S. BennettDiggs BishopJim BoultonMarc BrambrutGordon BratzCleatus R. BurkJim ButlerKaty CannadyLisa ChiblowLinda ContureJulie CrenshawC.R. DoveBernard M. FagelsonJohn Fagelson

Mark FeldheimMark H. FieldsScott FlemingKenneth Lawrence ForanCarlene GarrigusNorm GarrigusAndrea GerberCarman GonzalesRoland GonzalesCarol GoodartLolyta HarrisSara HarrisBud HartBill HarveyBill HendricksonPoul HertelJohn HinesSharon HodgesCharles Hooff

Marilyn JajkoPeter KatzScott KaufmannAnn KauppFlorence M. KingRob KrupickaMarguerite LangAaron LiebertMindy LyleCharles LyonsJames McCarthyJudy McVayJ. Howard MiddletonThomas MikkeJudy MillerJim MoranRichard P. MoranDavid OlingerKaren ParranGinny Hines ParryThomas M. ParryMichael PerineEllen PickeringMariella Posey

Jonathan RakSusan RavitzDeana RhodesideBruce RiederAlan RuddPat RuddIleana SchinderMissy SchukraftPrasad SharmaSylvia SibroverDonald F. Simpson, Sr.Paul SmedbergKerry St. ClairPam St. ClairDavid StoudtJack Sullivan“Van” Van FleetAndrew ViolaJames WaggenerJoan WaggenerKevin M. WashingtonConverse WestLillian J. WhiteSandy Wiener

In addition to the staff participants in theEisenhower East planning process that arerecognized as part of the Interdepartmental Teamin the Acknowledgments of this Plan, we wouldlike to recognize other staff members whoparticipated in the workshops, as follows:

Kathleen Beeton, Planning and ZoningAl Cox, Code Enforcement

Carol Duncan, Police DepartmentJeff Farner, Planning and Zoning

Al Himes, Alexandria Transit CompanyKirk Kincannon, Recreation, Parks and Cultural

ActivitiesKammy Knox, Police DepartmentBob Rodriguez, Fire Department

Barbara Ross, Planning and ZoningBarry Schiftic, Police Department

Maria White, Transportation and EnvironmentalServices

A D D E N D U M

Documents

01 Table of Contents - AlexandriaVA.Govalexandriava.gov/assets/0/202/204/342/15E158E0-D7DA-413F...Bicycle Program 5-14 Summary 5-16 Section 6 Urban Design Streets and Street Network