INDUSTRIAL LAND IN A POST-INDUSTRIAL CITY District of ...

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District of Columbia Industrial Areas Study DC Office of Planning Prepared by Phillips Preiss Shapiro Associates, Inc. public uses to the east and west. Analysis of the underlying ownership patterns of this site suggest that it would be unlikely that District government – much less private sector users – would be able to acquire it, and its current tenancy patterns suggest that it is significantly under performing and in fact contributing to the blighted image of the New York Avenue gateway. As it is trending toward redevelopment, a change of use is not unreasonable. Area 10 contains a strip of land along New York Avenue and a large triangular site south of New York Avenue, west of Bladensburg Road and east of Montana Avenue. Reuse of the narrow band of land between the CSX/Amtrak railroad and New York Avenue for strip retail is advisable, so long as roadway improvements such as shared access / egress are made. This corridor, a gateway into the District, could accommodate a good mix of convenience retail and office uses, and is a strategic area for economic development. This area is now primarily C-M-1 and M zoning. Area 11, part of the 11 th Street SE area, includes parcels that have received approvals, prior to this Study’s completion, for office and hotel development – uses currently permitted in the M zone, but which may not be permitted if the M zone is amended as recommended by this report. Other portions of this area are currently within a residential context and are largely within the Capitol Hill Historic District, so a land use change from industrial use to a mixed use district would be appropriate. However, other portions of this area under and adjacent to the highway and along the railway tracks should be considered for public sector use (see Section 4.4). East of the Anacostia, all of CSX2, including Anacostia/Fairlawn and Kennilworth, can be rezoned to a mixed-use designation (Area 12). At the northeastern end, in Kennilworth, residential and commercial development already surrounds the Metro stations of Deanwood and Minnesota. Anacostia/Fairlawn, meanwhile, is underutilized. Meaningful PDR development has not yet taken place along this corridor and is probably not possible, most likely due to its very small and narrow parcels hugging the rail line and I-295. Kennilworth and much of Anacostia Fairlawn are zoned C-M-1. Other portions of Anacostia Fairlawn are zoned GOV, C-M-1, R-5-A, and C-2-A. Area 13 (Scattered Site 5) is a scrap yard located in the middle of a residential area, and near Nannie Helen Burroughs Avenue, a designated “Great Street.” Regardless of whether this is a viable business, it is an inappropriate use to be located in the middle of a residential area; rezoning for residential use would help facilitate its relocation and redevelopment. 4.5.2 ZONING STRATEGIES As we noted above, there are two sub-strategies under the “change of use” recommendation— to either zone away PDR uses or to permit residential development and let the real estate market take its course. - 103 -
District of Columbia Industrial Areas Study DC Office of Planning Prepared by Phillips Preiss Shapiro Associates, Inc. There are two areas where PDR use need no longer be accommodated by zoning. Area 1 is an appropriate site for planned TOD development. There is little to no PDR use that would be displaced by redevelopment, and a complete removal of PDR zoning would be appropriate for this area. Area 7 (near XM and FedEx) is more appropriately zoned for residential and offices. However, pockets of PDR zoning might have to be retained to ensure that neither FedEx nor XM is rendered nonconforming. Area 10 is a location where a transition to retailing uses is the logical option. Located along a major traffic corridor, in a gateway location, and retail is the predominating use. A rezoning to a purely retail/commercial district might provide investors with more confidence to develop retail in these areas, safe in the knowledge that they will not be impinged upon by conflicting uses such as auto body shops. Mixed-use designations (MXD) should be established in the remaining areas. MXD zoning, by opening the door to residential use, will eventually result in the displacement of PDR businesses. In all these areas, a decision has been made to tolerate the eventual loss of PDR businesses, because PDR use is already lacking, is inappropriate, and/or residential development is already established or targeted on these sites. An MXD zone, as opposed to a drastic change to more restrictive C or R zoning, has the flexibility to allow current PDR uses to continue and possibly expand without the need for variances, while encouraging other uses to populate the sites. This is desirable from both a land use and economic development perspective. 4.5.3 SPECIFIC RECOMMENDATIONS Program Areas 1 and 7 for residential and mixed-use TOD development. The northern portion of Area 8, next to the New York Avenue Metro, is also appropriate for TOD development. Encourage upgraded retail uses in area 10, and consider rezoning to a commercial land use classification. Encourage the redevelopment of Area 6 for either a more modern and attractive shopping center, or for residential use. New office and hotel uses have been approved in Area 11. It is appropriate to change the zoning designation here, particularly if changes to the M zone as recommended in this report are implemented. In addition, all MXD areas should be studied to determine their needs for physical improvements, including land clearance and assemblage to encourage investment as well as road and circulation and access improvements. Overall, environmental issues and historic properties deserve consideration, and new developments in MXD areas should follow appropriate procedures in this regard. Additionally, the District should adopt a coherent and effective brownfield program to identify and remediate contaminated sites and inject them back into the property market. - 104 -
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INDUSTRIAL LAND IN A POST-INDUSTRIAL CITY District of ...

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