PreliminaryAddison Road Metro CenterRegulating Plan

A Plan for the Heart of

Prince GeorgesSubregion Four Master Plan & SMASubregion Four Master Plan & SMA


Prince Georges

PreliminaryAddison Road Metro Center

Regulating Plan, May 2010

The Maryland-National Capital Park and Planning Commissionwww.mncppc.org

Title: Preliminary Addison Road Metro Center Regulating Plan

Author: The Maryland-National Capital Park and Planning Commission

Subject: Preliminary Addison Road Metro Center Regulating Plan

Date: May 2010

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

Series Number: 435102306

Number of Pages: 42

Abstract: This document is the preliminary Addison Road Metro Center regulating plan. It implements the recommendations of the 2002 Prince Georges County Approved General Plan and updates the 2000 Approved Sector Plan and Sectional Map Amendment for the Addison Road Metro Town Center and Vicinity and the 2009 Adopted Subregion 4 Master Plan and Endorsed Sectional Map Amendment. Developed with input from the community, this document establishes functional overlays, allocates urban neighborhoods, setsforthbuildingenvelopestandards,designateslocationsforpublicspaceandroadways,andspecifiesstreet types.

AbstrAct


Prince GeorgesSubregion Four Master Plan & SMASubregion Four Master Plan & SMA


Prince Georges

Preliminary

Addison Road Metro Center Regulating Plan, May 2010

The Maryland-National Capital Park and Planning CommissionPrince Georges County Planning Department

14741 Governor Oden Bowie DriveUpper Marlboro, Maryland 20772

www.mncppc.org/pgco

ii Preliminary Addison Road Metro Center Regulating Plan

The Maryland-National Capital Park and Planning CommissionRoyce Hanson, ChairmanSamuel J. Parker, Jr., AICP, Vice Chairman

OfficersPatricia Colihan Barney, Executive DirectorAlWarfield, Acting Secretary-TreasurerAdrian R. Gardner, General Counsel

The Maryland-National Capital Park and Planning Commission is a bicounty agency, created by the General Assembly of Maryland in 1927. The Commissions geographic authority extends to the great majority of Montgomery and Prince Georges Counties: the Maryland-Washington Regional District (M-NCPPC planning jurisdiction) comprises 1,001 square miles, while the Metropolitan District (parks) comprises 919 square miles, in the two counties.

The Commission has three major functions: The preparation, adoption, and, from time to time, amendment or extension of the General Plan for the physical

development of the Maryland-Washington Regional District; The acquisition, development, operation, and maintenance of a public park system; and In Prince Georges County only, the operation of the entire county public recreation program.

The Commission operates in each county through a Planning Board appointed by and responsible to the county government. All local plans, recommendations on zoning amendments, administration of subdivision regulations, and general administration of parks are responsibilities of the Planning Boards.

The Prince Georges County Department of Planning (M-NCPPC): Our mission is to help preserve, protect and manage the countys resources by providing the highest quality

planning services and growth management guidance and by facilitating effective intergovernmental and citizen involvement through education and technical assistance.

Our vision is to be a model planning department of responsive and respected staff who provide superior planning and technical services and work cooperatively with decisionmakers, citizens and other agencies to continuously improve development quality and the environment and act as a catalyst for positive change.

Prince Georges County Planning Board Montgomery County Planning BoardSamuel J. Parker, Jr., AICP, Chairman Royce Hanson, ChairmanSylvester J. Vaughns, Vice Chairman Joseph AlfandreSarah Cavitt Amy PresleyJesse Clark Marye Wells-HarleyJohn H. Squire Norman Dreyfuss

Prince Georges CountyJack B. Johnson. County Executive

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

Council MembersThomas E. Dernoga, 1st District, Council ChairmanWill Campos, 2nd DistrictEric Olson, 3rd DistrictIngrid M. Turner, 4th DistrictAndrea C. Harrison, 5th District, Council Vice ChairSamuel H. Dean, 6th DistrictCamille Exum, 7th DistrictTony Knotts, 8th District Marilynn Bland, 9th District

Clerk of the CouncilRedis C. Floyd

1Preliminary Addison Road Metro Center Regulating Plan

The Prince Georges County Planning Board is pleased to announce that the Preliminary Addison Road Metro Center Regulating Plan is available for review prior to the public hearing scheduled for May 13, 2010, at the County Administration Building.Notificationoftheavailabilityoftheplanwassenttopropertyownersinthearea to afford them an opportunity to evaluate it.

Policy guidance for this plan came from the 2002 Prince Georges County Approved General Plan, the 2009 Adopted Subregion 4 Master Plan and Endorsed Sectional Map Amendment, and the 2009 Approved Countywide Master Plan of Transportation. The allocation of land uses, building envelope standards, public spaces, and street types are primarily the result of stakeholder interviews and numerous workshops and communitymeetingsthatprovidedvaluableinputandhelpedtodefinetheplansvision.

ThisplandefinesfoururbanneighborhoodswithintheAddisonRoadMetroCenterareaandsetsforthspecificrequirementsforeachbuildingsite,servingastheapprovedplan for the implementation of the countys General Plan. The Addison Road Metro CenterRegulatingPlanisthefirstregulatingplaninPrinceGeorgesCountyandwillimplement the recently adopted urban centers and corridor nodes development and zoning code within the Addison Road Metro Center.

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

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

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

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

Sincerely,

Samuel J. Parker, Jr., AICP, ChairmanPrince Georges County Planning Board

Foreword

contents

I. Introduction 3Purpose . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3Plan Area . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3Planning Context . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3

Approved Subregion 4 Master Plan and Endorsed Sectional Map Amendment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3Urban Design Concept . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4

2002 Prince Georges County Approved General Plan . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 62009 Approved Countywide Master Plan of Transportation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6

II. VisionProposed Regulating Plan 7III. Functional Overlays 9

Environmental Overlay . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9Transportation Overlay . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11Public Facilities Overlay . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18Historical Resources and Archeological Overlay . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24Development Phasing Overlay . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28

IV. Regulating Plan 31Urban Design Concept . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 31Urban Neighborhood Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32

Appendices 35Appendix 1: Asterisk 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 35Appendix 2: Glossary . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 39

Acknowledgments Inside Back Cover

2 Preliminary Addison Road Metro Center Regulating Plan

CENTRAL

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.Addison Road Center BoundaryStreetsBuilding 2005Property within Metro Center Boundary

0 500 1,000250Feet

MWB - 1 - 164'

NST - 3 - 56 '

Addison Road Metro CenterRegulating Plan Boundary


Purpose

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

Subtitle 27A sets forth the process for establishing a regulating plan, which is a plan, developed through a community planning process, to guide the design and placement of buildings, public spaces, and streets. Considering the information provided by the functional overlays developed through the planning process, the regulating plan allocates building envelope standards, public spaces, and street types within each urbanneighborhoodwithinadesignatedcenterorcorridornodeandprovidesspecificinformation for the disposition of each building site, serving as the approved plan for the implementation of the countys General Plan.

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

Plan AreaThe Addison Road Metro Center is located in a well-established community, situated between the Capitol Heights and Morgan Boulevard Metro Stations. This growth center is on the edge of the more urban environment of Capitol Heights.

The Addison Road Metro Center is generally bound by Cabin Branch Road and Daimler Drive to the east; Canyon Road, Calmos Street, Ava Court, and Yost Place to the north; Baltic Street, Maryland Park Drive, and Rollins Avenue to the west; and Cabin Branch Court, Ernie Banks Street, and Westin Court to the south.

Existing residential development in the growth center consists of medium-density, single-family housing north and south of Central Avenue and east and west of Addison Road, and pockets of low-density single-family residential development along Addison Road south of Central Avenue and along Rollins Avenue south of Central Avenue. Industrial land use is located along Yost Place, north of East Capitol Street, as is the bulk of commercial land use, which is located along the north side of East Capitol Street, east and west of Addison Road. Just east of the growth center boundary is Central High School.

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

sensitive wooded corridor that includes the Cabin Branch Stream, located between the approved development east of Harris Drive and west of Dateleaf Avenue, is within the regulated area of the countys green infrastructure network and is considered to have development constraints.

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

I. IntroductIon

Legend

Development Concept PlansUrban Growth Centers Along the Orange Metro Line

Urban Growth Centers Along the Blue Metro Line

Urban Growth Centers Along the Green Metro Line

Landover GatewayUrban Growth Center Municipalities Living Area Boundaries

NORTH0 600' 1200' 1800' 2400'

NEW CARROLLTON

LANDOVER GATEWAY

MORGAN BOULEVARD

SUITLAND METRO

CAPITOL HEIGHTS

ADDISON ROAD/SEAT PLEASANT

CHEVERLY

LANDOVER METRO

LIVING AREA A

LIVING AREA C

LIVING AREA E

LIVING AREA F

LIVING AREA B

LIVING AREA D

GLENARDEN

DISTRICT HEIGHTS

CAPITOL HEIGHTS

FAIRMOUNT HEIGHTS

SEAT PLEASANT

CHEVERLY

495

95

95

495

50

50

214

332

4

458

202

704

218

Central Ave

Martin

Luthe

r King

Jr Hw

y

Landover Rd

Ardwick - Ardmore Rd

Columbia Park Rd

Hill Rd

Seat Pleasan

t Dr

Addison Rd

Walker Mill Rd

Ritchie Rd

Marlboro PikePennsylvania Ave

Silver Hill

Suitland Rd

Shadyside Ave

Larc

hmon

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Reds

kins R

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Peebles DrBishop

Gar

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Sheriff Rd

This vision emphasizes: Transit-oriented development at the eight centers and corridor nodes

located in the subregion, connected to the surrounding residential areas by a multimodal transportation network.

Smaller, urban-scale residential communities, neighborhood commercial centers, and older main streets that meet residents needs.

Industrial areas that are improved and buffered to minimize their visual and environmental impacts.

A balance between new development that optimizes existing infrastructure and the revitalization and maintenance of existing neighborhoods and commercial areas through redevelopment, adaptive reuse, preservation, and conservation.

An enhanced environmental envelope that provides for a series of interconnected open spaces designed to improve stormwater management, conserve natural resources, and act as an amenity for the community.

TheSubregion4MasterPlanidentifiessevenkeyfactorsthatinfluencethe degree and timing of transit-oriented development (TOD) and ranks the market potential by growth center based on an assessment of these seven factors, with the Addison RoadSeat Pleasant and Morgan Boulevard Metro centers providing the strongest opportunity for near-term TOD.

The plan recommends the designation of the Addison Road Metro Center as a Regional Urban Center District (UC3), and includes a conceptual regulating plan, which divides the area into six urban neighborhoods.

Urban Design Concept from the Adopted Subregion 4 Master Plan The vision and urban design concept for the Addison Road Metro Center was developed during a three-day planning and design charrette held in November 2008. The urban design concept preserves existing single-family residential development and capitalizes on the potential for dense, urban development close to the Addison Road-Seat Pleasant Metro Station. Commercial development will front on the north and south sides of Central Avenue to retain its position as a primary commercial corridor in Subregion 4. Central Avenue will also transform into a tree-lined, urban boulevard that is inviting to pedestrians.


The intersection of Addison Road and Central Avenue will be enhanced with pedestrian crosswalks, enabling surrounding development to fully serve pedestrian trafficenroutetoandfromtheMetrostationandsurrounding areas.

A new, wrapped, parking structure for the Metro station will locate at the southeast corner of the intersection of AddisonRoadandCentralAvenue;ground-floorretailwill front on Central Avenue with a new street adjacent to the Metro entry. A planted median will separate the wrapped structured parking deck from the new development directly across from the Metro station. The Metro will anchor a large, urban plaza that fronts ontoCentralAvenue.Mixed-usedevelopmentofofficeand residential uses will locate across the street from theMetro,whileground-floorretailfrontingonCentralAvenue will locate at the Metro.

Abutting the denser development at the Metro, a single-family residential community along and to the west of Cabin Branch Road will be preserved. An improved buffer will help maintain the environmental quality of the Cabin Branch Stream east of this single-family neighborhood, as well as provide a transition from themixed-use,urbandevelopmentwithground-floorretail that will continue along Central Avenue to the surrounding communities. West of this area, mixed-use development will front on the east side of Addison Road. A small, vertical strip of townhouse and small apartments will develop south of Rolling Ridge Road, directly behind this Addison Road mixed-use development and infrontofthenewlyconfiguredchurchandschool.Adjacent to this development will be a central green, which fronts on the east side of Addison Road. A series of townhouses and small apartments will front on the south side of a new, east/west connector road.

Moving west across Addison Road, similar townhouse and small apartment developments encircle an interior courtyard between Addison Road and Zelma Avenue. The largest concentration of mixed-use development

in this growth center is located just north of this development and will continue north to Central Avenue, whereitwillcontainground-floorretail.Townhousesand small apartments will outline the western edge of this area, fronting on Rollins Road and a new, secondary interior street, which will create smaller interconnected blocks. Townhouse and small apartment development will surround small, interior courtyards, some of whichwillbesharedwithadjoiningresidential,office,or mixed-use development. The Jehovahs Witness worship center on Rollins Road will be preserved and enhanced with additional landscaping.

Traveling north across Central Avenue, east of Xenia Avenue, and south of East Capitol Street, mixed-use development will take advantage of the triangular shape of the site. A triangular park will be the cornerstone of this development, serving the residents and employees of the mixed-use development to the west. Townhouses and small apartments will border the western edge of this development to provide a transition in scale of development from the dense, urban setting near the Metro to outlying single-family homes to the west.

Across East Capitol Street to the north, mixed-use development mirrors that of development on the southern side of East Capitol Street, as well as the ground-floorretaildevelopmentalongthesouthernside of Central Avenue. A small area of townhouse and small apartment development in the northwest corner will serve as a transition element for the surrounding, single family development to the north. Adak Street will extend west across Addison Road, and become part of the growth centers new system of interconnected streets. The Adak Street extension will serve as this a main roadway for this section to ease vehicular congestion on East Capitol Street and Central Avenue, as well as provide a more pedestrian-friendly experience for those traveling to and from the Metro station.

The Seat Pleasant Volunteer Fire Department will anchor the corner of Adak Street and Addison Road. A small,

triangular park on West Adak Street will break up the dense, urban development, as well as split the street into two smaller connecting roads. The northern section of this road will be lined to the north and south by townhouses and small apartments, while the southern section will be lined with mixed-use development. The northern boundary of this area will be separated from single-family development to the north by an existing wooded area.

This wooded area will serve as a buffer and continues to the east side of Addison Road, behind the new townhouse and small apartment development along Harris Drive. Much of the mixed-use development will front on Addison Road and Central Avenue. The new townhouse and small apartment development in the northern section of this area will help transition from the taller mixed-use buildings to the single-family development north of this area. Again, the wooded buffer will continue along the northern edge to screen the single-family development to the north. The naturally enhanced and publicly accessible Cabin Branch Stream will continue north through this area, providing an environmental feature and recreational area for residents of the townhouse complex to the east and west.

The existing single-family homes along Adak Street willbepreservedandwillabutnew,ground-floorretailand mixed-use development along Central Avenue. Traveling east along Adak Street, approximately midway between Addison Road and Cindy Lane, will be a small break in the grid of street blocks that will open up to a central public green. Cabin Branch will be exposed and restored at this public green, before traveling beneath Adak Street and continuing north. Mixed-use development will continue along Adak Street, which will be extended to the east. Ground-floorretailwillembraceallfourcornersoftheparkon Central Avenue, as well as provide safe pedestrian access to this new open space feature. Townhouses and small apartments, interspersed with pocket parks and central courtyards, will abut mixed-use development between Central Avenue and Adak Street extended.


Urban NeighborhoodsUrban neighborhoods are the building blocks of the conceptual regulating plan, helping to create diverse areas with multiple functions and design characteristics. Each urban neighborhood is made up of an interconnected network of streets and blocks, with establishment of building envelope standards and public spaces. Each neighborhood is typically bounded by major streets, roadways and parks or conservation areas. Detailed descriptions of each neighborhood are provided below.

Urban Neighborhood 1Gross Acres86.6Net Developable Acres58.2Urban Neighborhood 1 is located north of Wilburn Drive, south of East Capitol Street, east of Maryland Park Drive and Rollins Avenue, and west of Addison Road. Within the neighborhood, a new road network will establish a new block grid system. Along the northern edge of the neighborhood between Yolanda Avenue and Addison Road are designated shopfront frontages. The northwest edge of the neighborhood consists of general frontages along East Capitol Street and townhouse and small apartment frontages along Maryland Park Drive. Frontages south of Central Avenue and west of Yolanda Avenue consist of townhouse and small apartment development. General frontages make up the blocks to the east of Yolanda Avenue. Civic green space within the neighborhood consist of a pair of parks in the southern section, an urban park along Rollins Road, and a central civic green within the interior general frontage blocks.

Urban Neighborhood 2Gross Acres58.5Net Developable Acres43.8Urban Neighborhood 2 is located north of Cabin Branch Court, south of Central Avenue, east of Addison Road,

and west of Cabin Branch Road. On the northern boundary of the neighborhood, along Central Avenue, are designated shopfront frontages. General frontages defineblocksandedgesalongAddisonRoadandintheblocks surrounding the Addison Road-Seat Pleasant Metro station. Interior blocks that intersect Rolling Ridge Drive and run along Cabin Branch Road consist of detached single-family units. A new road will run parallel to Addison Road. The new road will have townhouse and small apartment frontages. Civic green space within the neighborhood includes central civic greens adjacent to the Addison Road-Seat Pleasant Metro Station, and a small central civic green in the southern section of neighborhood along access roads that connect the new road to Addison Road.

Urban Neighborhood 3Gross Acres41.7Net Developable Acres21.0Urban Neighborhood 3 is located north of Central Avenue, south of Baltic Street, east of Addison Road, and west of Soper Lane. Within this neighborhood, the existing road network will form the overall urban block structure. Central Avenue will have shopfronts. Existing detached single-family frontages will remain along Adak Street. The western edge of the neighborhood from the intersection of Addison Road and Central Avenue to Harris Drive consists of general frontages. A new townhouse development extending from Harris DrivetoAvaCourtwillbedefinedbytownhouseandsmall apartment frontages. Finally, the plan includes one central civic green along Harris Drive at the entrance of the new townhouse development.

Urban Neighborhood 4Gross Acres26.4Net Developable Acres17.7Urban Neighborhood 4 is located north of East Capitol Street/Central Avenue, south of 68th Place, east of

Maryland Park Drive, and west of Addison Road. Within this neighborhood, a new road network will be constructed to develop a block grid system. Along Central Avenue extending from the shopping center entrance to Addison Road are shopfront frontages. Along the northern boundary edge of the neighborhood, townhouse and small apartment frontages exist along a new road that connects severed portions of Baltic Street. All other frontages within the neighborhood are general frontage. A small civic green is in the center of the neighborhood.

Urban Neighborhood 5Gross Acres41.2Net Developable Acres21.7Urban Neighborhood 5 is located north of Central Avenue, south of Canyon Drive, east of Soper Lane, and west of Daimler Drive. Within the neighborhood, a new road network will create a block grid network. Along Central Avenue is a small section of shopfront frontages near Soper Lane and general frontages making up the rest of the blocks facing Central Avenue. A new road extending from Adak Street to Daimler Drive is located behind these blocks and serves as a major thoroughfare connecting the community to Neighborhood 3. A section of this road extending from Soper Lane to Cindy Lane will have general frontages. The rest of the surrounding blocks, extending from the northern boundary to the intersection of Cindy Lane and the new road, will consist of townhouse and small apartment frontages. Civic green space within the area comprise a park adjacent to Soper Lane, a park near the northern edge of the neighborhood, and a central civic green located in a cluster of new townhouse and small apartment blocks.

Urban Neighborhood 6Gross Acres7.1Net Developable Acres7.1Urban Neighborhood 6 is located north of the Metro line, south of Central Avenue, east of Cabin Branch

Road, and west of Daimler Drive. The neighborhood is considered an orphan neighborhood because it does not contain townhouse and small apartment frontage or storefront frontage. Additionally, the neighborhood does not meet the 20-acre minimum gross acreage requirements to be fully considered as an urban neighborhood comparable to the other urban neighborhoods in this center.

2002 Prince Georges County Approved General PlanThe 2002 General Plan designated the Addison Road Center as a Community Center. Community Centers are envisioned as concentrations of activities, services and land uses that serve the immediate community. These typically include a variety of public facilities and services-integrated commercial, officeandsomeresidentialdevelopmentandcan include mixed-use and higher intensity redevelopment in some communities.

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


The vision for the Addison Road Metro Center per the Adopted Subregion 4 Master Plan and Endorsed Sectional Map Amendment includes high-density, mixed-use development west of the Metro, along East Capitol Street and Central Avenue, as well as mixed-use development along Addison Road, south of Central Avenue. Development on Addison Road, north of Central Avenue, would comprise townhouses and small apartments, while Central Avenue would become more pedestrian-friendly, complete with groundfloor,storefrontretail.

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

II. VIsIon

ProPosed

regulAtIng P

lAn


Addison Road Regulating PlanMARYLAND-NATIONAL CAPITAL PARK AND PLANNING COMMISSIONPrince GeorGes county, MDMay 6, 2010

Illustrative Site Plan

Central Avenue

Central Avenue

Hanlon Street

New Street

New Street

New Street

New Street

New StreetN

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New Street

Walbridge Street

Ernie Banks Street

Adak Street

Rolling Rid

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68th Place69th Street

Addison RoadZelm

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Environmental Overlay Background

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

There are approximately 10,900 linear feet of streams within the regulating plan boundary. Approximately 30 percent of the streams within the boundary have been channelized with concrete on both the banks and channels. The natural streamchannelsinthisareaarehighlydegradedwithalargeamountoffinesilt and sediment, severely eroding banks, trash dumping, and small riparian vegetated buffers on the banks. A small wetland area exists at the intersection of Yolanda Avenue and Old Central Avenue and is approximately 0.22 acre in size. Anextensiveamountof100-yearfloodplainexistsalongthemainstemofCabinBranch, on the eastern portion of the project boundary.

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

The percentage of ground surface that is impervious with the regulating plan area is approximately 35 percent, which includes building structures, roads, and sidewalks. The urban tree canopy is approximately 40 percent; however, this is not representative of the Developed Tier in general because this tree canopy is mostly concentrated along the Cabin Branch corridor in the eastern portion of the plan area. This area is proposed for major development, and a lot of the tree cover will potentially be lost, decreasing the overall tree canopy percentage within the area. The 2002 General Plan states that the tree canopy in the Developed Tier should meet or exceed 26 percent by 2025, which is a goal of no net loss of tree canopy. Through redevelopment of the Addison Road Metro Center properties, it is imperative that urban tree canopy be integrated during the design process in order to achieve these long-term tree canopy goals.

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

Recommendations:1. The regulating plan shall provide for the preservation and restoration of the Cabin

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

2. At the time of stormwater management approval, environmental site design shall be utilized to the maximum extent practicable. Stormwater management needs shall be addressed holistically and wherever possible sites should share facilities. Efforts shall be made to couple stormwater management and open space areas for maximum utility in land uses.

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

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

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Addison Road Metro Area Regulating PlanEnvironmental Overlay

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Transportation OverlayPurpose

The transportation overlay was developed in response to concerns that local streets were being designed with excessively large and pedestrian-unfriendly lane widths and radii based on American Association of State Highway and Transportation Officials(AASHTO)standards;however,theapplication of these standards is informed by the users and vehicles intended to use each street segment. If it is desired to reduce road sizes from the standard (usually based on the needs of tractor trailers or buses), then additional information is needed to determine the appropriate standards. This is where the overlay for transportationcomesin.Byidentifyingthespecifictypes of users or vehicles allowed on each segment, the appropriate design criteria can be selected when site planning is done.

BackgroundAs part of the extensive planning process used during the development of the Adopted Subregion 4 Master Plan and the subsequent planning activities for development of the Addison Road Metro Center Regulating Plan, thecommunityidentifiedimportanttransportationissuesandvalues.Theseidentifiedissuesandvalues,as well as close coordination with other agencies, provided the basis on which this transportation overlay was developed. The following is a summary listing of theidentifiedvaluesandguidelinesthatwereusedtodevelop an innovative transportation functional overlay for the area that focused on new ways of planning, where eliminatingvehiculartrafficcongestionisonlyasmallpart of the overall plan to improve transportation choice, mobility, and safety in the plan area:

1. Promote travel by transit (rail and bus), walking, and biking as viable alternatives to automobiles.

2. Increase the availability of high-quality bus service. 3. Acquire and preserve adequate rights-of-way for

the needed transportation system by establishing appropriate build to lines for future development or redevelopment.

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

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

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

7. Protect existing and established residential neighborhoods from negative transportation network impacts,suchasspeeding,cut-throughtraffic,andcommuter parking.

8.Promoteanequitablebalanceoffinancialsupportfor construction and maintenance of transportation facilities from public (federal, state, and county) and private sources consistent with their level of responsibility.

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

Transportation Network Existing ConditionsInformation needed to evaluate the existing conditions of the transportation system were obtained from appropriate agencies, including the Maryland State Highway Administration, the Prince Georges County Department of Public Works and Transportation, the Washington Metropolitan Area Transit Authority, and The Maryland-National Capital Park and Planning Commissions Geographic Information System. Additional corridor, lane, and intersection configurationsandcontrolsweregatheredfromtraffic

studies,throughfieldobservations,andbyusingGoogle Maps.

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

The portion of Central Avenue/East Capitol Street in the plan area that extends from Cabin Branch Road to Baltic Street:

IsclassifiedbytheCountywideMasterPlanofTransportation as an arterial facility.

Is an east/west, six-lane divided roadway. Is currently serving 35,000 to 40,000 vehicles per

day and at the buildout of the proposed concept, theaveragedailytrafficisprojectedtobe61,000vehicles.

Has a posted speed limit of 35 miles per hour, but average operating speeds are much higher.

Has narrow sidewalks present throughout this section, but their continuity is often interrupted by driveways and utility poles on both sides.

There are three signalized intersections along this segment of MD 214:

MD 214 at Cabin Branch Road MD 214 at Addison Road MD 214 at Addison Plaza Shopping Center

The portion of Addison Road between Central Avenue/East Capitol Street (MD 214) and Ernie Banks Street:

IsclassifiedbytheCountywideMasterPlanofTransportation as an arterial facility.

Is a north/south two-lane roadway that widens to six lanes between the Addison Road Metrorail Station access road and MD 214.

Is currently serving approximately 23,000 vehicles per day and at the buildout of the proposed concept, theaveragedailytrafficisprojectedtoincreaseto49,100 vehicles per day.

Has a posted speed limit of 35 miles per hour, but average operating speeds are higher.

Has a narrow sidewalk present on the east (Metrorail station) side throughout this section, but its continuity is often interrupted by driveways and utility poles.

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

The portion of Addison Road that extends north from Central Avenue/East Capitol Street (MD 214) to 69th Street:

IsclassifiedbytheCountywideMasterPlanofTransportation as a collector facility.

Is a north/south two-lane roadway that widens to four lanes between the Adak Place and MD 214.

Is currently serving 18,000 vehicles per day and at the buildout of the proposed concept, the average dailytrafficisprojectedtobe24,400vehicles.

Has a posted speed limit of 30 miles per hour, but average operating speeds are higher.

Has narrow sidewalks present throughout this section, but their continuity is often interrupted by driveways and utility poles.

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

The portion of Old Central Avenue (MD 332) from MD 214 to Burgundy Street:

IsclassifiedbytheCountywideMasterPlanofTransportation as a collector facility.

Is an east/west, two-lane undivided roadway. Is currently serving 11,500 vehicles per day and at

the buildout of the proposed concept, the average dailytrafficisprojectedtoremainthesame.

Has a posted speed limit of 30 miles per hour, but average operating speeds are much higher.

Has a narrow sidewalk present on the south side throughout this section, but its continuity is often interrupted by driveways and utility poles.


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

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

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

The Addison RoadSeat Pleasant Metro Station lacks good pedestrian access to the existing nearby residential neighborhoods. Pedestrians from these neighborhoods must cross Central Avenue and/or Addison Road. Visibility at these crossings is very limited, especially at night. According to a recent pedestrian count conductedbyatrafficconsultant,thereareover350pedestrian crossings of Central Avenue in front of the Metrorail station between 6:00 a.m. and 6:00 p.m. on a

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

About 21 bus routes serve the station on a typical weekday including WMATAs Metrobus and the countys TheBus. The existing bus routes are concentrated on Central Avenue/East Capitol Street, Addison Road north and south, and Old Central Avenue. The major bus routes in the plan area are: A11, A12, C21, C22, C29, F14, J11, J12, P 12, V12, V14, V15, 18, 20, and 23. Although the availability of the existing Metrorail and bus system makes the area attractive for residential and commercial development, it is important to enhance the quality of transit service and, in conjunction with transit-oriented site design, create a much more transit-friendly environment.

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

Existing Condition Challenges Inadequate pedestrian and bike access to the

Metrorail station and existing shopping and employment areas.

Streets with narrow and discontinuous sidewalks.

Poor pedestrian-scale lighting, lack of street trees, and insufficientpedestrian,bikingandtransitamenities.

Complex,inefficientintersectionlayout. Pedestrians and bicyclists operating outside of

designated crosswalks, sidewalks, and bicycle lanes, and making left turns across major roads.

Large number of uncontrolled (unsignalized) driveways.

Large volumes of automobiles turning into and out of the Metrorail station.

A lack of convenient pedestrian and bike connections between the Metrorail station and existing neighborhoods.

A poor street grid and the lack of pedestrian- and bike-friendly connections dont offer safe alternate routes for local trips.

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

1. Roadway Layer: Proposed street space.2. Transit and School Bus Layer: Street segments to be

designed to accommodate transit and school buses.3. Pedestrian Layer: Street segments and trails that

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

accommodate cyclists.5. Freight, Delivery Layer: Street segments to be

designed to accommodate delivery trucks.6. Intersection Improvement Layer: Proposed

intersectionmodificationstoimprovesafetybyconsolidating vehicular and pedestrian movements at locationswheretrafficcontrolscanbeprovided.

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

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

Table 1: Prince Georges County Public School Facilities that Serve the Subregion 4 Addison Road Metro Regulating Plan Area

NAME ADDRESS CITY BUILDING SIZE (square feet)

ACREAGE

Elementary SchoolsCarmody Hills 401 Jadeleaf Avenue Capitol Heights 52,366 9.2Concord 2004 Concord Lane District Heights 43,984 9.4Doswell E. Brooks 1301 Brooke Road Capitol Heights 46,508 10.6

Middle SchoolsG. James Gholson 900 Nalley Road Landover 115,868 32.5Walker Mill 800 Karen Boulevard Capitol Heights 129,348 37.8

High SchoolCentral 200 Cabin Branch Road Capitol Heights 168,366 60.5

Other School FacilitiesLyndon Hill Elementary School

6181 Central Avenue Capitol Heights 52,342 .6768

Source: Prince Georges County Public Schools (PGCPS), Educational Facilities Master Plan 2008-2009Within the regulating plan area, Lyndon Hill Elementary School is presently unoccupied and closed to students. This facility was constructed in 1938 and is owned by the Board of Education. At this time, there are no plans for the future use of the building and grounds.

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

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

Name 2009 Enrollment

State-Rated Capacity Percent Of Capacity 2009 Available Capacity

Elementary SchoolsCarmody Hills 316 550 57 234Concord 356 456 78 100Doswell E. Brooks 350 434 81 84Total 1,022 1,440 71 418

Middle SchoolsG. James Gholson 746 990 75 244Walker Mill 591 816 72 225 Total 1,337 1,806 74 469

High SchoolCentral 1,142 1,118 102% -24

Source: PGCPS

Current enrollment projections from the Board of Education, not taking into account buildout of the proposed regulating plan, show 25 fewer elementary school students and 507 fewer middle school students than in 2009. During the same period, high school enrollment is expected to increase by 18 students. (See Table 3.)

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

Name 2009 Enrollment

2017 Projected Enrollment

2009-2017 Change in Enrollment

State-Rated Capacity

2009* Available Capacity

2017* Available Capacity

Elementary SchoolsCarmody Hills 316 334 18 550 234 216Concord 356 226 -130 456 100 230Doswell E. Brooks 350 437 87 434 84 -3Total 1,022 997 -25 1,440 418 443

Middle SchoolsG. James Gholson 746 406 -340 990 244 584Walker Mill 591 424 -167 816 225 392 Total 1,337 830 -507 1,806 469 976

High SchoolCentral High 1,142 1,160 18 1,118 -24 -42

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


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

In November 2007, Prince Georges County Public Schools (PGCPS) presented the Prince Georges County Board of Education (BOE) with a list of school facilities within the county that could accommodate a kindergarten through eighth-grade (K8) curriculum. The list included several schools within Subregion 4. On January 23, 2009, PGCPS presented the BOE with a proposal to consolidate or reprogram several schools. The BOE approvedonMarch26,2009,thefirstphaseofthisplanto relieve overcrowding in county schools, as well as expand enrichment and specialty programs. Through the approval of this plan, four schools within Subregion 4 were consolidated and three were converted to K8 curriculum at the beginning of the 20092010 school year. Phase Two was approved by the BOE on January 7, 2010. It addressed overcrowding by recommending boundary changes to balance and adjust enrollment.

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

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

School Facility Conditions

In May 2008, a facilities condition assessment of public schools within the county. It explored the physical conditions of each school was completed. It documented bothinternalandexternal.Theassessmentidentifiedwhich schools required improvements based upon age and the cost of renovation versus the replacement of the facility. The study measured schools based upon a facilities condition index (FCI), which is a measurement of a facilitys condition represented by the ratio of the

costtocorrectaschoolfacilitysdeficienciestothecurrent replacement value of the facility.

Schools with an FCI of 040 percent are considered to be in good condition. Schools with an FCI of 4075 percent are considered to be in fair condition. Lastly, schools with a FCI greater than 75 percent are considered to be in poor condition. Schools constructed since 1993 were not evaluated.

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

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

Name 2008 3di Fci 2008 3di Rating Year School ConstructedElementary Schools

Carmody Hills 5.50% Good 1958Concord 62.53% Fair 1968Doswell E. Brooks 70.54% Fair 1953

Middle SchoolsG. James Gholson NR NR 2002Walker Mill 63.03% Fair 1970

High SchoolCentral High School 32.93% Good 1961

Other School FacilitiesLyndon Hill Elementary School 65.09% Fair 1938

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

Population Projections and their Impact on Schools

Elementary schools are built to accommodate an estimated 740 students, middle schools an estimated 9001,000 students, and high schools approximately 1,5002,200 students. K8 curriculum schools generally accommodate a maximum of 1,000 students depending on the school facility. Elementary schools have a neighborhood orientation while middle schools and high schools have a more regional orientation.

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

Table 5: Pupil Yield Rates2009

Dwelling Unit Type Elementary Middle HighSingle-family Detached 0.16 0.13 0.14Single-family Attached 0.14 0.11 0.10Multi-family, Garden-style 0.14 0.06 0.09Multi-family with Structured Parking 0.04 0.04 0.03

Source: PGCPS and Prince Georges County Planning Department (PGCPD), 2008.

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

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

At buildout, it is projected that there will be an excess of 91 elementary seats and 190 middle school seats. Thereisapotentialdeficitof301highschoolseats.

Table 6 shows the state rated capacity, 2009 enrollment, existingandprojectedexcess/deficitseats,andenrollment at buildout for the study area.


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

Schools State-Rated Capacity

2009 Enrollment

Existing Excess/Deficit Seats

Projected Buildout Seats Needed

Enrollment At Buildout

Projected Buildout Excess/ Deficit

Elementary 1,440 1,022 418 327 1,349 91Middle 1,806 1,337 469 279 1,616 190High 1,118 1,142 (24) 277 1,419 (301)

Source: PGCPS and PGCPD, 2009.

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

The Capital Improvement Plan includes plans for a new library located in a mixed-use development on the southwest corner of Central Avenue and Addison Road. In addition, the Landover Gateway Sector Plan recommends a 100,000-square foot central library that would house the PGCMLS headquarters, special collections, and other services with a countywide user base. Satellite library facilities located in community centers could be used to help satisfy demand in neighborhoods that are considered underserved, such as portions of Capitol Heights and Suitland.

Public SafetyPolice

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

Park. The Departments headquarters is adjacent to PGPD District III at 7701 Barlowe Road in Palmer Park. The Police Services Complex is 128,608 square feet.

The 2008 Approved Public Safety Facilities Master Plan recommends that this facility be renovated in the long-term (after 2021). Because of the urbanized nature of the region, response times have increased and there has become a need for a second station to be located in or around Capitol Heights.

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

Fire and Emergency Medical Services

Fire and emergency medical services (EMS) are provided by the Prince Georges County Fire/EMS Department. This department is one of the two largest combinationfire/EMSdepartmentsintheUnitedStates,with both career and volunteer elements. There are two fire/EMSstationsthatprovidefirstduefire/EMSserviceto the regulating plan area. These stations are Capitol

Heights, Company 5, and Seat Pleasant, Company 8. Company 5 is located at 6061 Central Avenue in Capitol Heights. This station houses 2 engines, 1 ambulance, 1 medic, 1 ladder truck and 1 METRO support unit. Company 8 is located at 6305 Addison Road in Seat Pleasant. It houses 2 engines, 1 ambulance and 1 rescue squad. Companies 5 and 8 responded to a total of 4,082 EMSservicecallsand1,065firecallsin2007.

Planning Efforts

On March 25, 2008, the County Council approved the 2008 Approved Public Safety Facilities Master Plan. Among the highlights of this plan are recommended renovations at the Capitol Heights Fire/EMS Station and the relocation or renovation of the Kentland Fire/EMSStation.Theplanalsorecommendedanewfire/EMS station at the Central Avenue Shopping Center, at the intersection of Shady Glen Drive and Central Avenue, and the relocation and construction of a new District Heights Fire/EMS Station, Company 26, near the intersection of Marlboro Pike and Silver Hill Road in District Heights. Since the release of the plan, construction of the District Heights Station, Company 26, was completed and the new station has opened for service.

Water and Sewer FacilitiesThe Department of Environmental Resources designates areas eligible for public water and sewer service in the Countys 2008 Approved Water and Sewer Plan. In general, properties within the Developed and Developing Tier are eligible for service and properties within the Rural Tier are not. All of the properties within the Addison Road Regulating Plan area are within a Category 3, Community System, thus are in the appropriate category for public water and sewer service.


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Summerfield Community Park

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J. Franklyn Bourne Aquatic Center

Rollins Avenue Neighborhood Park

Suitland-District Heights Community Park

Seat Pleasant Neighborhood Park

Fairfield Knolls Neighborhood Park

Millwood Neighborhood Recreation Center

Brooke Road Neighborhood Recreation Center

Willow Hills Neighborhood Park

John E. Howard Community Center Park

Peppermill Village Community Center Park

Cedar Heights Community Center Park

Highland Park Neighborhood Park/School

Capitol Heights Neighborhood Park

Booker T. Homes Neighborhood Park

Cabin Branch Stream Valley Park

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Fairmount Heights North Neighborhood Playground

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Seat Pleasant Community Center

Deanwood Park Neighborhood Playground

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Seat Pleasant Heights Neighborhood Mini-Park

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Documents

PreliminaryAddison Road Metro CenterRegulating Plan