Council Approved Walter Reed Small Area Plan

FORMER WALTER REED ARMY MEDICAL CENTER
SMALL
ARE A
PL AN
Council Approved , JApril

30,
ANU
A R2013
Y 2,8PR
, 220-87
013
This study was prepared under contract with the

Government of the District of Columbia, with
financial support from the Office of Economic
Adjustment, Department of Defense. The content
reflects the views of the Government of the
District of Columbia and does not necessarily
Government of the District of Columbia reflect the views of the Office of Economic
Vincent C. Gray, Mayor
Adjustment.
Notes:
In June 2012, the Army notified the LRA in June
2012 that the acreage of surplus property at
Walter Reed changed from approximately 67.5
acres to approximately 66.57 acres.
ACKNOWLEDGEMENTS
DISTRICT OF COLUMBIA
Vincent C. Gray ................................................................................................................................................................. Mayor
Victor Hopkins ....................................................................................Deputy Mayor for Planning and Economic Development
Harriet Tregoning ............................................................................................................................. Director, Office of Planning
PLANNING AND ECONOMIC DEVELOPMENT TEAM

Office of Planning
Rosalynn Hughey ..................................................................................... Deputy Director, Citywide & Neighborhood Planning
Chris Shaheen ............................................................................................ Acting Associate Director, Neighborhood Planning
Malaika Abernathy ....................................................................................... Project Manager & Ward 4 Neighborhood Planner
Joel Lawson ...............................................................................................................Associate Director, Development Review
Paul Goldstein .......................................................................................................................... Development Review Specialist
Tim Dennee ..............................................................................................................................................Architectural Historian
Laine Cidlowski ........................................................................................................................................ Sustainability Planner
Melissa Bird ................................................................................................................................ Ward 6 Neighborhood Planner
MonaCheri Pollard ...................................................................................................................................... Community Planner
Renee Lewis ......................................................................................................................................................................Intern
Office of the Deputy Mayor for Planning and Economic Development

Martine Combal ......................................................................................Director, Walter Reed Local Redevelopment Authority
Jason Cross.......................................................................................................................................................Project Manager
Reyna Alorro .....................................................................................................................................................Project Manager
Brandon Mitchell ...............................................................................................................................................Project Manager

District Department of Transportation

Terry Bellamy ..................................................................................................................................................................Director
Anna Chamberlain ................................................ Transportation Planner, Policy, Planning, and Sustainability Administration
Washington Metropolitan Area Transit Authority

Douglas Stallworth ........................................................ Project Manager, Office of Bus Planning, Department of Bus Service
iv
W A LT E R R E E D A R M Y M E D I C A L C E N T E R
SMALL AREA PLAN - COUNCIL APPROVED APRIL 30, 2013
Perkins+Will..............................Planning / Urban Design / Project Management

Lee+Associates, Inc. ............................................................................................................................. Landscape Architecture
Gorove Slade Associates, Inc ...................................................................................Traffic, Transportation + Parking Planning

Oehrlein & Associates Architects ...........................................................................................Historic Preservation Architecture
AmericaSpeaks ................................................................................................................................................. Public Outreach
HR&A ......................................................................................................................................................... Development Advisor
Mosaic Urban Partners ........................................................................................................ Market & Fiscal Feasibility Advisor
Kutak Rock LLP .................................................................................................................. BRAC and Legal Process Advisors
RCLCO ................................................................................................................... Cost-Benefit Analysis of Potential Streetcar
Special thanks to the following participants:

Advisory Neighborhood Commission 4A
Advisory Neighborhood Commission 4B
Brightwood Community Association
Concerned Neighbors, Inc.
Office of Council Member Muriel Bowser, Ward 4
Shepherd Park Citizens Association
Takoma DC Neighborhood Association
THIS PAGE IS INTENTIONALLY LEFT BLANK
vi
TABLE OF CONTENTS
EXECUTIVE SUMMARY
1 INTRODUCTION
1
13
1.1 Background..................................................................................................................14
1.2 Coordinated Planning Process 14
1.3 Purpose of the Reuse Plan 15
1.4 Purpose of the Small Area Plan 15
1.5 Vision & Goals..............................................................................................................16
PLANNING ANALYSIS
21
2.1 Land Use......................................................................................................................22

2.2 Historic Background 32
2.3 Urban Design & Public Realm 36
2.4 Transportation .............................................................................................................48
2.5 Market Analysis ...........................................................................................................53
REDEVELOPMENT FRAMEWORK RECOMMENDATIONS 57
3.1 Comprehensive Plan Land Use Designations 59

3.2 Site-Wide Urban Design Principles 62
3.3 Sub-Area Urban Design Principles 74
3.4 Transportation Recommendations 118
4 IMPLEMENTATION
129
4.1 Urban Design Principles 130

4.2 Land Use and Transportation Recommendations 130
4.3 Implementation Table 131
GLOSSARY, APPENDICES & INDICES

135
vii
RN
12TH ST N W
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NW
DR
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SPEN ST
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13
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ST N W
SPEN ST
W
PL N W
PEN T
TH PL N W
TH ST N W
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TH PL N W
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ASPEN ST N W
TH ST N W
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NW
NW
16TH ST N W
N
AI
GEORG A AVE
NW
DR
16TH ST N W
GEORG A AVE
NW
NW
NW
Exhibit A-04: Maintain the existing site character.
Exhibit A-05: Retain Building 1 as The Core.
Source: Perkins+Will.
FERN ST N W
ELDER ST N W
12TH ST N W
3TH ST N W
FERN ST N W
14TH ST N W
12TH ST N W
3TH ST N W
14TH ST N W
AL
AL
AS
AS
KA
KA
AV
E
AV
E
ELDER ST N W
DAHLIA ST N W
DAHLIA ST N W
NW
DR
16TH ST N W
N
AI
NW
NW
18
SPEN ST
3TH PL N W
N ST N W
3TH ST N W
W
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AV
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4TH PL N W
UZ
O
4TH ST N W
90
16
AS
TH PL N W
2
FERN ST N W
2TH ST N W
14TH ST N W
13TH ST N W
Exhibit A-07: Preserve Historic Elements. Source: Perkins+Will.
S
3
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TH ST N W
W
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TH PL N W
82
NW
NW
17
ASPEN ST
Exhibit A-06: Enhance the Open Space. Source: Perkins+Will.
14
15
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W
TH ST N W
12
14
ON D R
14
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GEORG A AVE
NW
GEORG A AVE
NW
DR
16TH ST N W
N
AI
FERN STREET
ELDER STREET
12
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CA
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ASPEN ST
TH PL N W
TH ST N W
W
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H PL N W
TH ST N W
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Exhibit A-08: Extend the Street Network. Source: Perkins+Will.
ASPEN ST
ASPEN STREET
ON
E MERO
ND
RR
NW
16
16TH ST N W
M
AI
N
GEORG
Integrate Sustainable Strategies: Create a

regenerative project through sustainable strategies of preservation and adaptive reuse; community integration; and environmental regeneration
[as shown in Figure A-10 on page 7].
DAHL A STREET
GEORGIA AVENU
E
S TREET
AL
AS
AL
AS
KA
KA
AV
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AV
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Create vibrant, multi-modal corridors: Improving the Sites connections to the existing neighborhood will create a vibrant and active new
sense of place [as shown in Exhibit A-09].
Extend the street network: Provide north-south

and east-west connectivity through the Site that
is multi-modal, integrating the Site into the city
fabric and the community [as shown in Exhibit
A-08].
DAHL A ST N W
CA
Preserve historic elements: By reusing the

sites historic buildings and integrating cultural
exhibits in the landscape, Walter Reeds legacy
would be celebrated [as shown in Exhibit A-07].
ELDER ST N W
Maintain the existing site character: The

existing site character reveals a set of east-west
bands, like typological strata, each of a different
spatial and formal character [as shown in Exhibit
A-04].
Enhance the open space: By enhancing the

sites historic green open spaces and mature tree
canopies through naturalized storm water management, urban agriculture and recreation, the
sites proposed open spaces will help showcase
innovative sustainable practices [as shown in
Exhibit A-06].
ELDER ST N W
Seven site-wide urban design principles have

been established:
Retain Building 1 as The Core: By extending 13th Street and opening the north faade of
the building, it will reinforce the legacy of Walter
Reed [as shown in Exhibit A-05].
14TH ST N W
2TH ST N W
3TH ST N W
14TH ST N W
SITE-WIDE URBAN
DESIGN PRINCIPLES
Exhibit A-09: Create vibrant, multi-modal corridors. Source:

Perkins+Will.
EXECUTIVE SUMMARY
SITE-WIDE URBAN DESIGN PRINCIPLES
SUSTAINABILITY
The SAP incorporates the Sustainability Goals
developed in the Reuse Plan. These overarching goals are: 1) Social: Transform the campus
into a recognizable place that brings the community together while honoring the distinct culture
of healing created by Walter Reed; 2) Environment: Reposition and develop the campus to be
a restorative and regenerative catalyst for the
natural surroundings; and 3) Economic: Leverage the campus location to be the cornerstone
for local as well as regional economic growth
while fostering multiple sustainable modes of
transportation.
Below is an illustration of the section of the Site
that best represents the strategies being applied
to this area and throughout the Site.
The photographs are examples of two sustainable strategies, urban agriculture and low impact
development (LID) storm water management,
acting both as utility and amenity
Figure A-11: Urban Agriculture (example). Common

Good Farm, DC. Source: http://www.flickr.com/photos/christinboggs/
Figure A-12: Potential Stormwater/Water Feature (example).

Tanners Springs Park, Portland, OR. Source: http://fabulousportland.
sets/72157626780055856/detail/.
com/2010/02/19/sunshine-makes-me-happy/
RESIDENTIAL
OFFICE
EXISTING P1
EXISTING P2
DESTINATION R
ETAIL
RETAIL
PARKING
CISTERNS
Throughout the site

Water collected at or below grade,
typical to each building on site
PHOTOVOLTAICS
On all new buildings (where applicable)
GREEN ROOFS

High Albedo Roofing (where green roof N/A)
SKYLIGHTS
For maximum daylighting
REUSE EXISTING
PARKING GARAGE
Below Grade
WATER TREATMENT & STORAGE
Capture, treat and reuse greywater to reduce potable water demand

Blackwater treatment by 2030
REUSE FORMER
HOSPITAL BASEMENT
POWER &
COGENERATION
PLANT
RAIN GARDENS
DEDICATED
BICYCLE LANES
WIDE ROWS
CAR SHARING
PROGRAMS
TOD
NATIVE PLANTS
Throughout the site

Capture stormwater run-off
Wide Rights of Way to allow
sunlight into the buildings
Transit-Oriented Development
with Streetcar
PARKING
Throughout the site
GREEN ROOF + LID SWM
Above Power Plant

(LID) Low Impact Development
(SWM) Stormwater Management
Figure A-10: Integrate Sustainable Strategies. Source: Perkins+Will.
EXECUTIVE SUMMARY
SITE-WIDE URBAN DESIGN PRINCIPLES
SUB-AREA URBAN
DESIGN PRINCIPLES
The Site has been sub-divided into five subareas stemming from the five different typologies that exist on the Site. A set of Urban Design
Principles have been developed to address
the unique character of each of the sub-areas.
Additionally, special consideration is given to the
Georgia Avenue frontage as it merits an additional discussion to address a prominent area of
the Plan shared across all five sub-areas.
1. FERN STREET
A combination of existing single-family and
duplex homes reflects the low-scale, residential, character of the surrounding neighborhood.
With new townhomes proposed along 12th, 13th,
Elder and Fern Streets, the vision and character
of this sub-area pays homage to the existing lowdensity residential uses fronting on Fern Street
and provides a natural progression to higherdensity uses proposed in the Town Center. A
mixed-use building with ground floor retail at the
intersection of Georgia Avenue and Fern Street
reinforces commercial activity targeted along
Georgia Avenue and may attract neighborhoodserving types of uses for residents.
2. TOWN CENTER
The name of this sub-area is derived from the
actual physical area that will serve as the Town
Center, or heart of the new development being
created here. The goal is for this Town Center
to serve as a hub for the new development and
the entire area, located between 12th Street and
Georgia Avenue. It is the Georgia Avenue frontage that makes this sub-area central to the new
mix of commercial and residential uses that will
be fully integrated into the existing community.

This sub-area holds the largest block on the Site,
ideal for large format destination retail. Another
amenity would be the 13th St. Promenade Park,
reclaiming the Building 1 historic vista.
3. INSTITUTIONAL CORE
This sub-area would be the heart of the Site,
where the historic legacy of Walter Reed shall
remain. An existing formal, academic setting prevails in this area largely due to the axially situated
buildings, historic nature of those buildings, and
the green, campus-like areas surrounding them.
There are potential healthcare uses in this subarea which would be much attuned with this area
of the Site, given Walter Reeds historic legacy
and the proximity to Cameron Glen, a healing
open space. An urban agriculture garden accessible to both the new and existing community
alike would also be an amenity in this sub-area.
4. GREAT LAWN ~ CAMERON GLEN

This is the largest open space on the Site; it
covers approximately 6 acres of rolling hills,
wooded groves and open lawn. Historic Building
12 and the historic officer residences; Buildings
8 and 9; along with proposed Building T straddle
Main Drive where it intersects Georgia Avenue
as a potential gateway to the historic center of
the Site. Building 14, constructed in the 1970s,
blocks the potential green connection that could
be created through this area. Recreating this
green connection will create an area that is reminiscent of the symmetrical open space that used
to prevail at the front door of Building 1.
5. ASPEN STREET
Aspen Street is presently an eclectic mix of single
family and multifamily homes, with most having
their backs or sides facing Aspen street. In order
to complement this character, the north side of
Aspen Street would have a combination of building fronts and open space facing the street, providing ample walking areas to the Site.
GEORGIA AVENUE FRONTAGE

The Georgia Avenue frontage will be redeveloped with a mix of uses and building types while
keeping an abundance of open space. The building frontage along Georgia Avenue would reflect
the current conditions on the opposite side of
the street in order to blend in with the existing
community. The building mass would be intertwined with intervals of open space, introduced
in the Reuse Plan as the green breathers.
These green breathers stem from the two areas
facing Georgia Avenue having an existing healthy
mature tree cover.
EXECUTIVE SUMMARY
URBAN SUB-AREA DESIGN GUIDELINES
SUB-AREAS PLAN
12TH ST. N.W.
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E. N.W.
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14 N
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Sub-Areas:
12TH ST. N.W.
FERNST.
ST.N.W.
N.W.
FERN
13TH ST. N.W.
14TH ST. N.W.
14TH ST. N.W.
13TH ST. N.W.
SUB-AREA PLAN
U
V
90
ASPEN ST. ASPEN ST.
100
200
300
13TH PL. N.W.
13TH PL. N.W.
13TH ST. N.W.
13TH ST. N.W.
.W
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14TH PL. N.W.
.W
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14TH ST. N.W.
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14TH PL. N.W.
14TH ST. N.W.
ASPEN ST. N.W.ASPEN ST. N.W.
400
Exhibit A-13: Sub-Areas. Source: Perkins+Will.
EXECUTIVE SUMMARY
URBAN SUB-AREA DESIGN GUIDELINES
TRANSPORTATION
As part of the Reuse Planning and Small Area
Planning process, an in-depth transportation
analysis of the Site and surrounding street
network was completed. This Transportation
Impact Study (TIS) is included in Appendix C.
New development should comply with the recommendations of the TIS. Key transportation recommendations include:
Figure A-14: Looking Northwest on Main Street

Source: Gorove Slade
Creating a Transportation Management

Plan (TMP);
Improving
circulation;
multi-modal
access
and
Identifying parking and carsharing options;

and
Integrating the proposed Streetcar within the
Site.
Chapter 2.4 provides an analysis of the current
state of transit services, pedestrian environment,
bicycle facilities, and roadway conditions in and
around the former WRAMC campus. Chapter 3.4
provides details on the transportation recommendations to support the Reuse Plans proposed
development program.
Figure A-15: Looking south on Georgia avenue near Fern

Place Source: Gorove Slade
Figure A-16: Looking southwest on Dahlia Street near 14th

Street Source: Gorove Slade
10
EXECUTIVE SUMMARY
T R A N S P O R TAT I O N
MARKET ANALYSIS
IMPLEMENTATION
The population of the neighborhoods surrounding

the former WRAMC Site is approximately 26,300.
Although in the early 2000s there was slow
growth in this area, population is increasing and
the projected growth rate for this area could be
as high as the 2.7% growth rate that the District
as a whole experienced from 2010 to 2011. The
surrounding neighborhoods are predominantly
residential. While Georgia Avenue serves as the
major commercial corridor, many residents shop
outside the area, either in other District commercial districts or in nearby Silver Spring. With the
redevelopment of the Site, there is great opportunity to capture this retail spending and associated
taxes. In addition to the welcomed, added retail
activity, the Reuse Plans development program
calls for office, institutional, open/green space
uses, as well as residential development, with
specific housing opportunities for the elderly and
veterans.
Implementation of the SAP will require a series

of short-, mid- and long-term actions be taken in
accordance with the BRAC process and the local
development process. There are a variety of next
steps for the project, including completion of the
Section 106 process (execution of the Programmatic Agreement), engaging a master developer,
and completion of the US Armys NEPA process,
and transfer of the Site from the US Army.
The SAP includes specific short-term actions to
implement land use recommendations required
for new development: 1) Changing the Comp
Plan Land use designation for the Site pursuant to Exhibit A-03: Proposed Land Use Designations on page 5; and 2) Initiating and
establishing zoning for the Site. Additionally, to
activate as soon as possible, the SAP recommends that interim use planning/programming
be developed and submitted to the US Army for
review and approval. Finally, the SAP contains
a series of transportation recommendations that
will be initiated throughout the various stages of
the development.
MARYLAND
WASHINGTON
DC
VIRGINIA
Figure A-17: Walter Reed Location
EXECUTIVE SUMMARY
M A R K E T A N A LY S I S & I M P L E M E N TAT I O N
11
Government of the District of Columbia

INTRODUCTION
Walter Reed Army Medical Center, Washington,

D.C.: Walter Reed Army Institute of Research (left
background), the Armed Forces Institute of Pathology (center background) and the Walter Reed
Army Hospital (Building 1) (foreground) (Image
from: National Archives and Records Administration
17128AC and 17132AC).
1.1 Background
For over 100 years, the Walter Reed Army Medical
Center (WRAMC) housed the main U.S. Army
General Hospital that served wounded soldiers
and veterans. WRAMC created a strong legacy
of service and medical innovation. WRAMC is situated on a 110.1-acre1 enclosed campus located
in Northwest, Washington, DC, and is bounded
by Fern Street and Alaska Avenue to the north,
16th Street to the west, Aspen Street to the south
and Georgia Avenue to the east. The 2005 Base
Realignment and Closure (BRAC) Final Report to
the President recommendation #169 stated that
the WRAMC was to be realigned with several
other installations and that the main post was
to be closed. The realignment would, in part,
enable the establishment of the new Walter Reed
National Military Medical Center (WRNMMC)
which is merged with the National Naval Medical
Center (NNMC) in Bethesda, Maryland, and the
relocation of several patient functions to the new
community hospital in Fort Belvoir, Virginia. By
mid-September 2011, all of the recommendations
from the 2005 BRAC Final Report were completed
and the WRAMC was no longer operational.
1.2 Coordinated
Planning Process
Following the 2005 BRAC decision, and after
years of confirming the amount of surplus property available for the District to acquire, the final
acreage amount was comprised of 66.57 acres1.
This includes approximately 4.1 million gross
square feet of building space, of which roughly
one million gross square feet has some historic
significance.
Under the BRAC law, the Government of the District of Columbia was designated the Local Redevelopment Authority (LRA) and was required to
complete a Reuse Plan in order to acquire the
surplus property. As part of this process, the
LRA initiated a coordinated planning process,
including the completion of a Reuse Plan and a
Small Area Plan (SAP) intended to meet both the
federal and local requirements for the District to
acquire and redevelop the land. The remainder
of the of the 110.1-acre WRAMC property will
be redeveloped by the U.S. Department of State
(DOS) and is not the subject of this coordinated
planning process.
MARYLAND
WASHINGTON
DC
VIRGINIA
Figure 2-18: Walter Reed Location
Site Total: 110.1 AC
DOS
43.53AC
45.5
AC
LRA
66.57 AC
ENDNOTES
1. The Army notified the LRA in June 2012 that the
acreage of surplus property at Walter Reed changed
from approximately 67.5 acres to approximately 66.57
acres.
14
Figure 2-19: Site Boundaries and Areas
1. INTRODUCTION
1 . 1 B A C K G R O U N D / 1 . 2 C O O R D I N AT E D P L A N N I N G P R O C E S S
1.3 Purpose of the

Reuse Plan
1.4 Purpose of the Small

Area Plan
The Reuse Planning process, led by the Districts

Office of the Deputy Mayor for Planning and
Economic Development (DMPED), engaged in
an extensive public planning process to align the
District, the community, and BRAC goals into the
Plan. The Reuse Plan is a key component of the
Districts Homeless Assistance Submission to the
U.S. Department of Housing and Urban Development (HUD), which will lead to the successful
reuse of the Site. The Reuse Plan will serve as
the preferred land use Plan for the future use of
the LRA Site.
The SAP process, held concurrently with the

Reuse Planning process, was led by the Districts
Office of Planning (OP), and is required to establish land use designations, pursuant to the The
Comprehensive Plan for the National Capital:
District Elements (Comp Plan), so that zoning
can be established for the Site for future development. The SAP process was coordinated with the
Reuse Plan, and is consistent with the Councilapproved Reuse Plan. While the SAP will not
recommend any specific zoning designations, it
will focus on characteristics that a zone should
have, such as building form, setbacks, height and
stories. The SAP also includes design guidelines
for future development, a transportation analysis
and market analysis based on the Reuse Plans
preferred alternative.
On July 10, 2012, the Council of the District of

Columbia unanimously approved the Walter
Reed Army Medical Center Base Realignment
and Closure Homeless Assistance Submission
Approval Act of 2012 (the Reuse Plan, B19-729).
Subsequently, the Plan was transmitted to HUD
for its determination on July 23, 2012.
The SAP is structured to respond to the recommendations set forth in the Reuse Plan and
provides design guidance for the Site overall as
well as for the sub-areas. See Chapter 3 for the
proposed land use designations, planning principles for the overall Site, and design guidelines
by sub-area.
1. INTRODUCTION
1.4 PURPOSE OF THE SMALL AREA PLAN
15
1.5 Vision & Goals
the reuse of Walter Reed should honor its legacy

as a place for innovation and excellence.
Community Outreach and Goals
The first phase of workshops took place from

June to October of 2010. The dates and topics of
the four public workshops in this first phase were
as follows:
During the planning process it was essential

that the voices of all who will be impacted by
the change in ownership and use be well represented, considering that the WRAMC is located
in a densely populated area of Washington, DC
and has been an integral part of the fabric of
Northwest Washington for almost a century.
With this in mind, the LRA project team undertook
an extensive and vigorous public engagement
process that revolved around a series of public
meetings that were widely advertised and promoted in the communities surrounding WRAMC
during 2010, 2011 and 2012.
For the Walter Reed Army Medical Center Reuse
Plan (Reuse Plan) and the SAP there were a total
of eleven meetings. All of these meetings were
designed to be highly interactive and to engage
participants directly so that they could understand
the planning process and provide important feedback on the Plan.
The attendance at the eleven workshops averaged approximately 50-100 attendees, and those
who attended were generally reflective of the
racial, ethnic and gender composition of the area
surrounding the Site. There was also a particularly strong representation of long-time community residents.
At each workshop participants were able to voice
their preferences for the redevelopment of the
Site. Keypad polling was used in some of the
meetings to record community preferences on a
variety of issues. Throughout the public engagement process, community input and concerns
were considered and helped inform the Final
Reuse Plan. The community continues to believe
16
Public Workshop #1: Vision and Goals

(Wednesday, June 9, 2010)
Public Workshop #2: Alternative Opportunities and Ideas (Saturday, July 10, 2010) Public Workshop #3: Preferred Scenario
Analysis (Thursday, August 19, 2010) Public Workshop #4: Presentation of the
Final Plan (Thursday, October 14, 2010) The second phase of workshops took place from
September, 2011 to February, 2012. The dates
and topics of the three public workshops in the
second phase were as followings:
Public Workshop #5: Reuse Plan Update
and Alternatives (Wednesday, October 5,
2011)
Public Workshop #6: Preferred Scenario
Analysis (Tuesday, November 15, 2011) Public Workshop #7: Community Open
House (Tuesday, January 17, 2012)
Public Workshop #8: Presentation of the
Final Plan (Thursday, February 2, 2012)
The third phase of workshops was focused upon
the SAP. Thus far, the following meeting have
exclusively been conducted:
Public Workshop #9: Small Area Plan Public
Meeting (Thursday, May 17, 2012)
Public Workshop #10: Community Open
House (Tuesday, June 26, 2012)
Public Workshop #11: Community Open
House (Thursday, July 12, 2012)
Figure 2-20: Community Workshops. Source: Perkins+Will.

1. INTRODUCTION
1.5 VISION & GOALS
GOALS
During Phase 1 of the planning process, the following four major goals were established for the
redevelopment of the Site:
Integrate the Site with the Community

Open the site to local neighborhoods
Support redevelopment of Georgia Avenue corridor
Provide community amenities
Provide a Mix of Uses

Quality retail
Residential with diverse housing options
Cultural and community uses
Create Jobs and Revenue for DC
New employment potential

Increase city revenue from property and sales taxes
Generate revenue to help support neighborhood services
Activate the Site
Maximize market viability

Minimize site vacancy
Competitively attract high quality development partners
Address environmental issues
Figure 2-21: Goals
1. INTRODUCTION
1.5 VISION & GOALS
17
Sustainable Vision and Goals
The history of the Walter Reed campus is that

of an innovative center for healing. That legacy
must resonate with new purpose; to leverage that
innovative spirit as a catalyst to transform and
heal beyond the physical boundaries of the Site
to become a more socially, economically, and
environmentally responsible urban center. This
new purpose will position the Site to be a world
class model of sustainable development.
The following are the overarching goals that stem
from the vision and opportunities on the Site:
precedents from a design, economic, marketing,

and community perspective. The sustainability
standards, as set forth in Table 2-23: Sustainability Goals for WRAMC on page 19, are
intended to reflect ambitious, yet realistic standards for innovative sustainable practices. As the
rebirth of the Site unfolds over the next decade
plus, we have the opportunity to set the standard
of sustainability for the District, and beyond.
Figure 2-22: Linear Park, Treasure Island, San Francisco
Economic
Leverage the campus location to be the cornerstone for local as well as regional economic
growth while fostering multiple sustainable modes
of transportation.
Social
Transform the campus into a recognizable place
that brings the community together while honoring the distinct culture of healing created by
Walter Reed.
Environment
Reposition and redevelop the campus to be
a restorative and regenerative catalyst for its
natural surroundings.
Figure 2-23: Residential Mews, Treasure Island, San

Francisco
Sustainability Goals:
Through the efforts of residents, advocates,
designers, planners, developers, and political
leaders with vision, many sustainable practices
have gone from being radical to mainstream in
the span of a few years. Other reuse and redevelopment plans for BRAC projects, such as Treasure Island in San Francisco Bay, are leading
the way in sustainable development and setting
a new standard. These also serve as valuable
18
1. INTRODUCTION
1.5 VISION & GOALS
SUSTAINABILITY STRATEGIES
WRAMCInfrastructure
Commitment
Component
SustainablePrinciplesandGoal
Site/Building
Power
RecommendedStrategyandPlan
Commitment
100%RenewableEnergy
Site
ENERGY
Netzeroby2030NetPositive
by2040
Power
ExistingBuildingsshallmeetASHRAE BuildingtoEnergyStar
90.1+30%by2015;Allnewbuildings
shallmeetASHRAE90.1+34%.
Stormwater
Zerositerunofffrom15yearstorm
event
BlackWater
Building
Capture,treatandreuse
stormwater&greywaterand
achievefullwaterreuseby2050
potentialopportunitiesforliving
machines
Blackwatertreatmentby2030
GreyWater
100%greywaterreuseby2020
Greywatertreatmentineachbuilding
WaterlessandGreywatertreatment
equipment/technologies
MassTransit;
Pedestrian/Bicyclepaths;
ConnecttoCapitalBikePaths
andSharingprogram
Prioritizepedestrianfriendly
environment;multimodal
transportationsystemonsite(reduced
tripgeneration)
IncreasedEastWest,northsouth
connectivity;TransitOriented
Developmentwithastreetcarstopon
site;pedestrian/bicycletrailscrosssite;
bikeshare;zipcar
Fuelcellpoweredstreetcar;electric
vehicle;chargingstations;bikestorage
andrepairfacility
Building
Site
TRANSPORTATION
Reducetheneedtotraveland
impactonenvironmentwith
lowtozerocarbonmodesof
transportation
BicycleFacilities
Buildingstoincludebicycleparking
facilitiesandalternativefuelconnections;
sitewillincludeundergroundparkingto
minimizeimpervioussurfaces
Building
WASTE
Afuturewhereresourcesare
Site
usedefficiently,wastelevelsare
closetozeroandultimatelyzero
wasttoland
100%foodandyardwastecomposted Potentialforcurbsidecomposting
program
onsiteorwithin30Miles;100%
recyclablematerialisrecycled;50%
landfillwastereductionby2020;100%
zerowasteby2030
Allgoodsandmaterialsusedfor
constructionorconsumergoods
aremadefromrenewable
Site
resourceswithlowembodied
energyandsourcedlocally
Largescalecompostingtechnologiesin
nearbylocations
Buildingstoincludefoodwasterecycling Wastetreatmenttechnologiesin
ducts/collection
buildings
Building
MATERIALS
FuelCellsandPhotovoltaicasbetter
alternativesourceforenergy
BioretentionpondbottomofRose
Garden,raingardens,curbside
bioretentionareas
ContinuetoconnecttoDistrict'ssystem
Site
WATER
CentralUtilityPlant(cogeneration,
trigeneration),RenewableEnergy,
Longtermtechnologieschanges
100%greenbusinesscertificationfor
allcompanies;Businesscommitmentto
waste=foodmaterials
Table 2-24: Sustainability Goals for WRAMC
1. INTRODUCTION
1.5 VISION & GOALS
19

PLANNING ANALYSIS

D.C.: Easter Egg Roll on the Lawn in 1923. (Image
from National Museum of Health and Medicine,
AFIP, WRAMC History Collection).
2.1 Land Use

Neighborhood Context
The former Walter Reed Army Medical Center

(WRAMC) Site is bordered by the neighborhoods
of Shepherd Park, Takoma, and Brightwood. The
neighborhood of Manor Park lies to the southeast, but is not contiguous with the Site (refer to
Exhibit 3-25: Site Context Map on page 23).
Rock Creek Park forms the western edge of the
Site and is a major regional open space. All these
neighborhoods are predominantly residential in
character with some institutional and commercial
uses.
Georgia Avenue is on the east side and 16th
Street on the west side of the WRAMC campus.
Georgia Avenue is more commercial in character
while 16th Street, which is open to Rock Creek
Park along its western edge for much of its run,
acts more as a residential and institutional boulevard. The primary entrances and exits for the
campus are located on these two major corridors.
The Red Line of the Metrorail System also runs
north-south, with the closest stop at the Takoma
station, approximately mile from the center
of the Site. Dahlia and Butternut Streets form
the primary opportunity for pedestrian access
between the Site and the Metro station, though
neither provides a direct route. The Site is serviced by six Metrobus lines, including one that
connects to the Metrorail system.
Walking Distances
Walking distance radii centered on the Takoma
Metro Station indicate that the campus is just over
a 10-minute walk to the Metro Station, as seen in
Exhibit 3-27: Walking Distances on page 25.
While the campus is within a reasonable walking
distance from the Metro stop, the lack of a direct
22
pedestrian pathway increases the actual travel

time. Inadequate wayfinding signage from the
Metro contributes to the perceived distance from
the campus to the Metro.
As the second set of walking distance radii centered on the WRAMC Site indicates, the campus
itself is contained within a 5-minute walking
radius, and is therefore very walkable and pedestrian-friendly, as seen in Exhibit 3-27: Walking
Distances on page 25.
Open Space and Recreation
The area surrounding the former WRAMC Site

contains numerous publicly accessible open
space and recreation opportunities. These open
spaces lie primarily to the south and east of the
Site (as seen on Exhibit 3-26: Neighborhood
Context on page 24 and Exhibit 3-27: Walking
Distances on page 25). They include:
MARYLAND
WASHINGTON
DC
VIRGINIA
Exhibit 3-25: Walter Reed Location
Rock Creek Park, the citys major open

space at over 2,800 acres, lies immediately
west of the Site.
Fort Stevens Recreation Center & Park is
about three acres immediately south of the
Site.
Battleground National Cemetery is an
historic cemetery occupying 1/3 of an acre
along Georgia Avenue just south of the Site.
Coolidge Recreation Center, associated
with Coolidge High School, occupies slightly
more than 16 acres of land.
Takoma Recreation Center is located immediately north of Coolidge Recreation Center
and is about 11 acres.
2 . P L A N N I N G A N A LY S I S
2.1 LAND USE
SITE CONTEXT MAP

The Site is bordered by the Shepherd Park neighborhood to the north, the Takoma neighborhood
to the east, the Brightwood neighborhood to the
south and Rock Creek Park to the west. The Site
Context Map also shows the Red Line Metro, just
to the east of the former WRAMC.
Downtown Silver
Spring
MARYLAND
DISTRICT OF COLUMBIA
Shepherd Park
Rock Creek Park
Site
Takoma
Brightwood
Manor Park
Exhibit 3-26: Site Context Map
2.1 LAND USE
23
MARYLAND
AV
E
Active Primary
Site Entrances
NW
LEGEND
AL
AS
KA
Arterial
Streets to Metro
Shepherd Park
Metro Line
FERN ST NW
Takoma
Rock Creek
Park
Takoma
Metro
Station
DAHLIA ST NW
CEDAR ST NW
BUTTERNUT ST NW
ASPEN ST NW
PIN
EY
B
NW
GEORGIA AVE
LU
ENDNOTES
VAN BUREN ST NW
Manor
Park
5TH ST NW
24
Takoma
Recreation
Center
7TH ST NW
Exhibit 3-27: Neighborhood Context. Source: Perkins+Will
9TH ST NW
Brightwood
13TH ST NW
800
14TH ST NW
400
16TH ST NW
ZO
N
AV
E
NW
Fort Stevens
Recreation Center
RA
NC
HR
DN
ASPEN ST NW
Coolidge
Recreation Center
1. These were primary entrances for the installation prior to its closing in September 2011.
2.1 LAND USE
NW
AV
E
NU
AL
W
R
IN G
A DIU S
INU
Takoma
TE
FERN ST NW
MI
R A DI U S
Takoma
Metro
Station
5M
5M
IN
UT
MARYLAND
10
10
Rock Creek
Park
AL
W
US
TE
Shepherd Park
G
K IN
G
IN
I
AD
W
AL
AL
AS
KA
TE
RA
MI
NU
AL
W
NG
KI
S
D IU
DAHLIA ST NW
CEDAR ST NW
BUTTERNUT ST NW
ASPEN ST NW
RA
YB
PIN
E
NW
AV
E
N
ZO
VAN BUREN ST NW
Manor
Park
5TH ST NW
LU
Takoma
Recreation
Center
7TH ST NW
9TH ST NW
NW
13TH ST NW
800
14TH ST NW
400
16TH ST NW
Brightwood
GEORGIA AVE
Fort Stevens
Recreation Center
NC
HR
DN
ASPEN ST NW
Coolidge
Recreation Center
Exhibit 3-28: Walking Distances. Source: Perkins+Will
2.1 LAND USE
25
Existing Land Use
Exhibit 3-29: Existing Land Use Diagram Background GIS information on page 27 shows a
snapshot of land uses in the vicinity at the time
of this report. The surrounding land uses are predominantly residential at low to medium densities. A few pockets of medium density residential
occur along Georgia Avenue adjacent to the Site
and along 16th Street.
Georgia Avenue is a commercial corridor and
includes the areas primary supermarket at
Underwood Street. There is a gap in the commercial uses along Georgia at the WRAMC Site,
and the east side of the street directly across
from the Site contains medium density residential
uses. There is another commercial center in the
area that is clustered around the Takoma Metro
Station. A 106,000 square-foot Wal-Mart store
is planned to be under construction by the end
of 2012. This store, which will include 40,000
square feet of grocery items, will be a an economic development boost to this section of Northwest Washington.
Figure 3-29: Aerial Photo Looking Southwest

Source: WRAMC Base Transition Coordination Office
The Fort Stevens Recreation Center, the Takoma

Education Center, and the Coolidge High School
campuses, represent institutional uses with significant publicly accessible open space. Rock
Creek Park provides over 2,800 acres of open
space, and is best accessed from the Site via
Sherrill Drive, at the intersection of 16th and
Aspen Streets.
ENDNOTES
1. Proposed Plans Information in Vicinity Source: www.
planning.dc.gov
2. Downtown Silver Spring Information Source:
www.epa.gov/dced/awards/sg_awards_publication_2008.htm]
3. Information Source: Great Streets Redevelopment
Plan
26
2.1 LAND USE
1: Georgia Ave. Gateway

Commercial / Business
District #1
JONQUIL ST NW
2: Residential Area Gap

between Commercial
Districts
Colonial
Village
3: Commercial / Business
District #2
IRIS ST NW
4: Commercial / Business
District #3
Shepherd Park
NW
MARYLAND
Low-Density Residential
Low-Moderate Density Residential
Moderate Density Residential
AV
E
KA
AL
AS
Parks and Open Spaces

Public, Quasi-Public, Institutional
Transport, Communications, Utilities
Takoma
DAHLIA ST NW
Rock Creek
Park
Transportation Right of Way

Medium Density Residential
Industrial
Institutional
BUTTERNUT ST NW
NC
HR
DN
Local Public
PIN
EY
BR
A
Fort Stevens
Recreation Center
Roads
Takoma
Education
Center
VAN BUREN ST NW
NW
Brightwood
Coolidge
Recreation Center
5TH ST NW
7TH ST NW
9TH ST NW
13TH ST NW
14TH ST NW
16TH ST NW
GEORGIA AVE
ZO
N
LU
Parking
ASPEN ST NW
AV
E
NW
ASPEN ST NW
500
Legend
Mixed Use
FERN ST NW
EXISTING LAND USE DIAGRAM
Alleys
Commercial
Federal Public
Manor
Park
1,000 ft.
Exhibit 3-30: Existing Land Use Diagram Background GIS information. Source: data.dc.gov
2.1 LAND USE
27
2A
NORTH DR. N.W.
ELDER ST. N.W.
GEORGIA AV
ENUE
GEORGIA AV
E. N.
N.
W
.
52
53
57
DAHLIA ST. N.W.
41
55
56
40
19
38
T-60A
25
T20
T-60B
T2
16TH ST. N.W.
26
22
M
A
35
30
32
IN
.W.
.N
DR
20
12
14
DAHLIA ST. N.W.
W.
48
29
This key plan denotes the locations of panoramic

photos, taken on March 27, 2012, around the
public boundaries of the Site, specifically on Fern
Street, Georgia Avenue and Aspen Street. The
photos keyed in this plan are displayed in the following pages.
54
AV
E
KA
21
AL
AS
FERN STREET
88
T3
12TH ST. N.W.
FERN ST. N.W.
13TH ST. N.W.
14TH ST. N.W.
NEIGHBORHOOD CONTEXT KEY PLAN
BUTTERNUT ST. N.W.
18
9
15
82
91
16
ASPEN STREET
14TH PL. N.W.
31
ASPEN ST. N.W.
ZO
AV
E.
N
.W
.
LU
14TH ST. N.W.
100
200
300
84
ASPEN ST. N.W.
13TH PL. N.W.
83
17
13TH ST. N.W.
11
90
400
Exhibit 3-31: Neighborhood Context Key Plan. Source: Perkins+Will.
28
2.1 LAND USE
FERN STREET NEIGHBORHOOD CONTEXT
Section A
13TH ST. N.W.
12TH ST. N.W.
Section B
GEORGIA AVE. N.W.
Section C
Exhibit 3-32: Fern Street - Neighborhood Context. Source: Perkins+Will.
2.1 LAND USE
29
ASPEN STREET NEIGHBORHOOD CONTEXT
GEORGIA AVE. N.W.

13TH PL. N.W.
Section A
13TH ST. N.W.
LUZON AVE. N.W.
Section B
14TH PL. N.W.
Section C
14TH ST. N.W.
Section D
Section E
16TH ST. N.W.
Exhibit 3-33: Aspen Street - Neighborhood Context. Source: Perkins+Will.
30
2.1 LAND USE
GEORGIA AVENUE NEIGHBORHOOD CONTEXT
GEORGIA AVE. N.W.
ELDER ST. N.W.
Section A
DAHLIA ST. N.W.
Section B
BUTTERNUT ST. N.W.
Section C
ASPEN ST. N.W.
Section D
Exhibit 3-34: Georgia Avenue - Neighborhood Context. Source: Perkins+Will.
2.1 LAND USE
31
2.2 Historic Background

Early Site Development
During the nineteenth century, the area that
currently encompasses the former Walter Reed
Army Medical Center (WRAMC) was rural and
isolated from the District of Columbia (DC). To
the south of the Site was a Civil War fort named
Fort Stevens. On July 11, 1864, Confederate
troops led by General Jubal Early attempted to
enter the city, but were turned back by Union
troops on what later became the WRAMC
Site.1 In the 1880s, 131 acres of land between
Seventh Street and Rock Creek was purchased
by J. D. Cameron, which included the 110.1 acres
WRAMC occupies today.2
In 1905, at the time the land was purchased for
the Army hospital, the area contained a mixture
of woodlands, farmland and summer estates. At
that time, a farmhouse and outbuildings, located
near Camerons Creek, were probably owned by
Thomas Carberry.3 Along the western border
were woodlands, and west of Camerons Creek
was farmland.4
WRAMC Historic Background

The need for an Army hospital on a separate military installation dated back to the Civil War when
Surgeon General William A. Hammond first conceived of the need for a military medical reservation in the District of Columbia. His 1862 report
recommended a permanent hospital complete
with a medical school and a medical museum.
Lieutenant Colonel William Cline Borden, also
a surgeon, hoped for better facilities and was
spurred on by the death of his friend Walter Reed,
a renowned doctor and scientist who proved that
yellow fever was carried by mosquitoes, who died
in 1902 following an emergency appendectomy.
32
Borden lobbied both Congress and the Army

Medical Department for an Army medical center
containing a hospital, medical school, museum
and library. His grand plan took on the moniker
Bordens Dream. In 1903 he commissioned
local architects Marsh and Peter to produce
a watercolor rendering and sketch plans for a
medical campus. The plans featured the main
hospital administration building set on a curving
main drive, with groups of hospital wards, staff
housing and a chapel, arranged in a nearly symmetrical pattern around an ample amount of open
green space. The curving drive linked the most
significant buildings on the Site.
A board appointed by the Secretary of War
solicited for a suitable location in the District of
Columbia with the result of some forty different
offers proposed Borden, who sat on the board,
reported:
Figure 3-35: Historic Site Plan; undated, but prior to 1915.
The heavy black line identifies The present day perimeter of

the Walter Reed campus Source: Library of Congress, Evans &
Bartle map of the District produced between 1892 and 1894.
...that although the hospital was not a

city hospital, it should be located within
convenient reach of the main railroad
depot, on a good road, and should have
street-car facilities, adjacent water main
and sewer, also the site should be well
elevated, well drained, and sufficient size
to give good air space about the hospital
and to allow erection of other buildings
which would eventually be required. 6
In 1905, Congress appropriated $100,000 for
the purchase of 42.97 acres of land in the northern portion of the District of Columbia. The
original Site was bounded by Brightwood Avenue
(renamed Georgia Avenue in 1909) on the east,
Aspen Street on the south, a line near 14th Street
on the west, and a portion of Dahlia Street on the
north.7
In 1906, $200,000 was appropriated for the construction of a new hospital and the land was designated a military reservation to be known as the
1927 site plan showing an overlay of when properties were added to the Walter Reed campus. Source: WRAMC plan room with overlay by Oehrlein &
Figure 3-36: 1927 Site Plan

Associates Architects.
Shows an overlay of when parcels were added to the Walter

Reed campus. Many of the early additions to Building 1
and other significant structures were present at this time,
including: the Main Barracks (Building 7), the Provost
Marshall House (Building 12), the Central Heating Plant
(Building 15), and Doss Memorial Hall (Building 17). The
winding main drive through the campus and other surviving
landscape elements are also in place. Note the residential
nature of the northern parcel. Source: WRAMC Plan room with
overlay by Oehrlein & Associates Architects.
2.2 HISTORIC BACKGROUND
Walter Reed United States Army General Hospital,8 named for Bordens friend Walter Reed.
The central hospital and administration building
(Building 1), designed by local architects Marsh
and Peter in the Colonial/Georgian Revival style,
was completed in 1908 and opened May 1, 1909
with administrative offices, room for 75 patients,
an operating room and a kitchen.9
In 1923, General John J. Pershing signed the
War Department order which created the Army
Medical Center. The Army Medical Center Building (Building 40) was built west of the hospital at
a cost of $500,000 and the first wing was completed in 1924.10
By 1917, Walter Reed hospital was treating thousands of veterans wounded in World War I and
begins to grow rapidly. At the beginning of the
war, Walter Reed is only able to accommodate
121 patients. In 1918, the Army School of Nursing
opened at Walter Reed; its first graduating class
has more than 400 students.
Between 1920 and 1922, 44 additional acres of
land were purchased on the north side of the
campus.11 A year later, after the campus was
expanded and temporary buildings were constructed, that capacity grew to 2,500. Even as
Walter Reed treated those wounded during World
War I, the center admitted thousands of civilians
swept up in the nationwide influenza pandemic.
Then, as World War II raged on, more than 18,000
service members are admitted in 1943 alone.
The figure tops the previous record of 13,752
service members hospitalized during World War
I. The increase in patients pushed the Army to
purchase the old National Park Seminary nearby
to create a convalescent section.
In 1948 General John Pershing died at Walter
Reed. Pershing, who led US forces in Europe
during WWI, was a vocal supporter of the hospital
and advocated for the medical care of the sol-
diers who served under him. His room at Walter

Reed became known as the Pershing Suite
and thereafter treated famous officers, including
General Peyton March and President Dwight D.
Eisenhower, during their hospital stays at Walter
Reed.
The new building for the Armed Forces Institute of
Pathology was completed in 1955. It was built to
be atomic bomb-proof, with dense concrete walls
and no windows. Decades later, the institute
helped identify the remains of unknown soldiers
from Vietnam and victims of the September 11
terrorist attacks.
Then-Vice President Richard Nixon entered
Walter Reed as a patient with a staph infection
in 1960. He left in early September of that year,
but was not completely recovered by the time he
had to participate in the first televised Presidential debate. Nixon famously appeared sick and
frail next to a very vibrant John F. Kennedy. Nixon
eventually recovers from his illness but loses the
1960 presidential race.
Seven years after leaving the White House, in
1968, President Eisenhower enters WRAMC as
a patient. He spends eleven months at the hospital and is treated for coronary artery disease
and congestive heart failure. He dies at Walter
Reed in 1969 and is one of six US Presidents to
receive treatment there.
Figure 3-37: Post 1977 Historic Photo
View looking north at Building 1 with new hospital, Heaton

Pavilion (Building 2) looming behind. Note the curving Main
Drive with trees and open grassy areas. Source: Walter Reed
Directorate of Public Works Archives.bBox 1, Folder 2, #09-4498
Figure 3-38: 1915 Historic Photo from Southeast
View of hospital (note east and west additions were completed

by this time) with open landscaping, curving main drive, and
trees planted along roadways. Source: Walter Reed Directorate of
Public Works Archives, Box 1, Folder 5, #09-4706
In 1977, the new Hospital, Building 2, was completed; it took five years to construct. The building was supposed to replace the older facilities
at Walter Reed and is so large that it required its
own electrical power plant that has the capacity
to power a city of 50,000.
Throughout its more than 100 years of activity,
Walter Reed served more than 150,000 active
duty and retired personnel from all branches of
the military. Besides US Military members, the
U.S. President, Vice President, Senators and
Figure 3-39: 1915-22 Historic Aerial Photo from South
View looking north with powerhouse, original bandstand

and temporary buildings in the foreground. Source: Walter Reed
Directorate of Public Works Archives, Box 1, Folder 1, #09-4467
33
Representatives were authorized to and did

receive care at Walter Reed.
In 2005, the Base Realignment and Closure Commission (BRAC) recommended that the Army
close the WRAMC, with the name to be carried
over to the new Walter Reed National Military
Medical Center (WRNMMC) in nearby Bethesda,
Maryland.
For over a century, the WRAMC provided facilities for patient care, medical research and educational development for the Armed Forces of the
United States. Patients have included soldiers
from all branches of the Armed Forces; their
dependents as well as, retired military personnel,
heads of state as well as high ranking government officials.
ENDNOTES
1. KFS Historic Preservation Group, p. 9.
2. Ibid, p. 9.
3. Ibid, p. 11.
4. Ibid.
5. Mary W. Standlee, The Walter Reed General Hospital of the United
States Army, by Major William C. Borden, Postface of Bordens
Dream, Washington, DC: Borden Institute, 2009, p. 436.
6. Ibid, p. 436.
7. KFS Historic Preservation Group, Main Section, Walter Reed Army
Medical Center, Washington, DC, Section 106 Report Draft Report,
May 1994, p. 11.
8. War Department, General Orders No. 83, May 2, 1906, from Walter
Reed Directorate of Public Works Archives, Box 3, Folder 58.
Timeline
9.
Standlee, pp. 437-438.
10. Undated report, Walter Reed Directorate of Public Works Archives,

Box 3, Folder 62.
11. Walter Reed Army Medical Center Centennial: A Pictorial History,
1909-2009, Washington, DC: Borden Institute, 2009, p. 28.
Figure 3-40: Timeline diagram showing the history of the Walter Reed campus and identifying the Period of historic Significance. Source: Oehrlein & Associates Architects.
34
12TH ST. N.W.
FERN ST. N.W.
13TH ST. N.W.
14TH ST. N.W.
ELIGIBLE ELEMENTS FOR THE

NATIONAL REGISTER OF HISTORIC
PLACES
ELDER ST. N.W.
DAHLIA ST. N.W.
DAHLIA ST. N.W.
1
2TH S
T. N
.W.
12TH
ST.
N.W.
NORTH DR. N.W.
FERN ST. N.W.
Landscape
AL
AS
KA
AV
E
N.
W
.
1
4TH S
T. N
.W.
14TH
ST.
N.W.
1
3TH S
T. N
.W.
13TH
ST.
N.W.
Buildings
E. N.W.
38
AL
AS
KA
AV
E
GEORGIA AV
16TH ST. N.W.
M
A
DAHLIA ST. N.W.
IN
.W.
.N
DR
14
N
AI
DR
.N
W
13TH PL. N.W.
13TH ST. N.W.
ASPEN ST. N.W.
ASPEN ST. N.W.

1
3TH S
T. N
.W.
13TH
ST.
N.W.
.W
.
AV
E.
N
ON
LU
Z
AV
E.
N.
W
.
LU
ZO
N
1
4TH P
L. N
.W.
14TH
PL.
N.W.
400
1
4TH S
T. N
.W.
14TH
ST.
N.W.
300
31
ASPEN ST. N.W.
ASPEN ST.
1
3TH P
L. N
.W.
13TH
PL.
N.W.
ME
R ON
DR.
14TH PL. N.W.
14TH ST. N.W.
84
NW
200
18
90
16
83
82
E. CAM
ERON
1
6TH S
T. N
.W.
16TH
ST.
N.W.
15
11
CA
W.
100
BUTTERNUT ST. N.W.
17
12
.
. N.W
DR
GEORGIA AV
AVE
E.. N.W.
N.
W
.
ELDER ST. N.W.
0
100
200
300 400
Exhibit 3-41: Preserve
Historic
Elements
35
2.3 Urban Design &

Public Realm
In creating a new program for the Site, preserving the legacy of the historic structures
helps to define a unique sense of place.
Existing Buildings
Buildings 8 and 9 are owned by a company

operating under an agreement with the
Army for a 50 year lease. The lease went
into effect on July 1, 2004.
The 27 existing buildings on the 66.57 acre LRA

parcel1 at the former WRAMC campus present a
rare and exciting opportunity for large-scale redevelopment in DC.
Reuse of existing buildings serves as a

model for environmental sustainability.
The Site contains a vast collection of buildings,

some of which are eligible for the National Register of Historic Places (see Exhibit 3-41: Existing
Buildings on LRA Site on page 37). The following is a general overview of the built environment:
The Site contains a good quantity of existing building stock suitable for rehabilitation.
Most buildings are in good condition and
robustly constructed.
Several large, existing buildings on the Site
are suitable for redevelopment as office
space, providing the opportunity to bring
many new jobs.
Several large, existing buildings are suitable
for redevelopment as multi-family housing,
providing a place for users of the Site to live
close to work and shopping/retail.
The vast open space south of Building 1
and east of Building 14, known as the Great
Lawn, contains historic open space and
should be maintained as a programmable
site amenity.
Buildings with little reuse potential and that
are not historically significant can be considered for demolition/removal to accommodate new development on the Site.
36
ENDNOTES
1. The Army notified the LRA in June 2012 that the
acreage of surplus property at Walter Reed changed
from approximately 67.5 acres to approximately 66.57
acres.
2.3 URBAN DESIGN & PUBLIC REALM
EXISTING BUILDINGS
12TH ST. N.W.
FERN ST. N.W.
13TH ST. N.W.
14TH ST. N.W.
LRA Boundary
88
T3
2A
NORTH DR. N.W.
N.
W
.
KA
AV
E
54
4
21
AL
AS
ELDER ST. N.W.
52
53
57
DAHLIA ST. N.W.
41
55
56
38
T-60A
25
40
19
DAHLIA ST. N.W.
T20
T-60B
T2
16TH ST. N.W.
26
22
M
A
35
30
32
IN
.W.
.N
DR
20
E. N.W.
29
GEORGIA AV
48
12
14
BUTTERNUT ST. N.W.
18
9
15
82
91
11
16
83
100
200
300
45 Bandstand
48 Chiller Plant
49 Supplemental Chiller Plant
82 Auto Skills Center
83 DOIM Information Center
84 Equipment Shed
88 Recreation Center
90 Fire Station
91 Administration Building
TOTAL LRA Buildings
Total SF
(Gross)
396,134
2,584,477
33,500
424,514
65,649
50,379
7,994
7,712
148,679
18,019
170,821
25,042
5,215
20,488
28,162
95,600
1,987
9,641
688
18,637
1,212
2,256
15,054
2,736
15,834
6,057
8,581
4,165,068
ASPEN ST. N.W.

13TH PL. N.W.
13TH ST. N.W.
ZO
AV
E.
N.
W
.
ASPEN ST. N.W.
LU
0
Name
Administration Building
Heaton Pavilion Army Health Center
Military Advanced Training Center
Patient / Visitor Parking
Borden Pavilion
Main Barrack
Ocer Housing
Ocer Housing
Delano Hall
Provost Marshal Admin
Abrams Hall
Central Heating Plant
DPW Grounds Facilities
Doss Memorial Hall
Walter Reed Inn
Mologne House
Warehouse
Vaccaro Hall
84
31
14TH PL. N.W.
14TH ST. N.W.
17
90
Bldg
No.
1
2
2A
4
6
7
8
9
11
12
14
15
16
17
18
T20
31
38
400
Exhibit 3-42: Existing Buildings on LRA Site. Source: Perkins+Will
37
BUILDING ALIGNMENT
Primary Axis Line
Tertiary Axis Line
12TH ST. N.W.
14TH ST. N.W.
13TH ST. N.W.
Secondary Axis Line

Topography Axis Line
FERN ST. N.W.
Slightly Skewed Axis Line

NORTH DR. N.W.
ELDER ST. N.W.
Buildings Aligned to North-South

and East-West Axis
AS
KA
AV
E
N.
W
.
Buildings Slightly Skewed from

the Cardinal Axis
AL
Buildings Aligned to Topography

DHALIA ST. N.W.
GEORGIA AVE
IN
.W.
.N
DR
16TH ST. N.W.
M
A
. N.W.
DHALIA ST. N.W.
BUTTERNUT ST. N.W.
100
200
300
400
13TH PL. N.W.
13TH ST. N.W.
.W
.
AV
E.
N
N
ZO
LU
14TH PL. N.W.
14TH ST. N.W.
ASPEN ST.
ASPEN ST. N.W.
Buildings maintain a strong orthogonal orientation, with most aligning to the cardinal directions.
The primary orientation axes were originally
established by Building 1 and followed by most
of the subsequent buildings as the campus grew.
The alignment of individual buildings oriented to
the cardinal directions generally does not vary in
response to the site topography, despite the considerable slopes and changes in grade.
The arrangement of building clusters responds
to the Site topography, while maintaining the
orientation to the cardinal directions. The main
exception to the primary axes is a collection of
buildings surrounding Building 15 (the Steam
Plant), which may have had a frontal relationship to Cameron Creek, and a few others along
the southern edge. The more recent Building 14
shifts atypically off the cardinal axes just slightly,
possibly in response to the topography and available land. This shift is small enough that it is hard
to perceive.
Exhibit 3-43: Building Alignment
38
12TH ST. N.W.
FERN ST. N.W.
13TH ST. N.W.
14TH ST. N.W.
INTENDED ORIGINAL BUILDING USES
Healthcare
Office
88
2A
NORTH DR. N.W.
Housing, Single to Multifamily
AV
E
N.
W
.
ELDER ST. N.W.
KA
AL
AS
Utilities/Support
Parking Below Grade

DAHLIA ST. N.W.
38
16TH ST. N.W.
M
A
IN
.W.
.N
DR
12
14
BUTTERNUT ST. N.W.
18
15
83
84
100
200
300
400
Exhibit 3-44: Intended Original Building Uses. Source Oehrlein & Associates and Perkins+Will
Intended and WRAMC Building Uses
90
31
13TH ST. N.W.
ZO
AV
E.
N
.W
.
ASPEN ST. N.W.
LU
14TH PL. N.W.
17
14TH ST. N.W.
16
82
ASPEN ST. N.W.

13TH PL. N.W.
91
11
T20
E. N.W.
DAHLIA ST. N.W.
GEORGIA AV
48
Within the Walter Reed Site, there are 27 buildings representing approximately
4.1 million
gross square feet (GSF) of space. The original
uses of 19 of these have hardly changed over
time. The other 8 buildings have undergone use
changes over time, as seen in the exhibit on this
page (Exhibit 3-43: Intended Original Building
Uses) and Exhibit 3-44: WRAMC Former Building Uses on page 40; they are Buildings 1, 12,
8, 9, 17, 91, 11 and Building 18, which is vacant.
39
Healthcare
12TH ST. N.W.
FERN ST. N.W.
13TH ST. N.W.
14TH ST. N.W.
WRAMC FORMER BUILDING USES
Office
88
2A
Housing, Single to Multifamily
NORTH DR. N.W.
N.
W
.
ELDER ST. N.W.
AV
E
Utilities/Support
4
AL
AS
KA
Parking Below Grade

DAHLIA ST. N.W.
38
16TH ST. N.W.
M
A
IN
.W.
.N
DR
12
14
BUTTERNUT ST. N.W.
18
15
83
84
ZO
AV
E.
N
.W
.
ASPEN ST. N.W.
LU
14TH PL. N.W.
17
14TH ST. N.W.
16
100
200
300
13TH ST. N.W.
11
82
90
31
ASPEN ST. N.W.

13TH PL. N.W.
91
T20
Vacant
E. N.W.
DAHLIA ST. N.W.
GEORGIA AV
48
400
Exhibit 3-45: WRAMC Former Building Uses. Source Oehrlein & Associates and Perkins+Will
40
Major Buildings at WRAMC

The following is a sampling, with photographs and
brief descriptions, of noteworthy buildings in the
Site. Some are notable due to their historic character and retention value, while others are rather
notable for the challenges they may bring to successful redevelopment of the Site. The purpose of
this section is to provide a visual snapshot of the
major buildings on site represented by numbers
on a plan and discussed throughout this report.
Building 1: Administration Building,

1908
Building 1 Administration Building 1908
Building
1908
Building
1Administration
was
the firstBuilding
building
constructed on
Building
Administration
Building
1908
Building1
1
Administration
Building
1908
Building
11
Administration
Building
1908
Building
1 wasReed
the firstcampus
building constructed
the Walter
the
Walter
and has on
been
added
Building
11
was
the
building
constructed
on
Reed
campus
and
has
beenits
added
to several
times
since It
Building
was
thefirst
first
building
constructed
onthe
theWalter
Walter
Building
was
the
first
building
constructed
on
the
Walter
to
several
times
since
original
construction.
Building
11was
the
first
building
constructed
on
the
Walter
Reed
campus
and
has
added
toto
times
since
original
construction.
Itbeen
serves
as the
focal
point
and
identity
Reed
campus
and
has
added
several
times
since
Reed
campus
and
hasbeen
been
added
toseveral
several
times
since
Reed
campus
and
has
been
added
to
several
times
since
serves
as the
focal
point
and
identity
of
the
former
original
construction.
ItIt
serves
as
the
focal
and
identity
of the campus.
Originally
constructed
as apoint
hospital,
Building
original
construction.
It
serves
as
the
focal
point
and
identity
original
construction.
serves
as
the
focal
point
and
identity
original
construction.
It serves
as the
focal pointconstructed
and identity
campus.
TheOriginally
building
was
originally
of
constructed
as
1the
now
serves as
an administration
building.
of
the
campus.
Originally
constructed
as
hospital,
Building
of
thecampus.
campus.
Originally
constructed
asa
ahospital,
hospital,Building
Building
of
the
campus.
Originally
constructed
as
aa
hospital,
Building
as
a
hospital,
and
then
turned
into
an
administra11
now
serves
as
an
administration
building.
1
now
serves
as
an
administration
building.
now
serves
as
an
administration
building.
1 now serves as an administration building.
Building 82: Auto Skills Center, 1908

Originally constructed as a gas and service
Building 82 Auto Skills Center 1908

station,82then
turned
into a1908
vocational training
Building
Building
Auto
Skills
Center
1908
Building82
82
Auto
AutoSkills
SkillsCenter
Center
1908
Building
82
Auto
Skills
Center
1908
center
for
automotive
mechanical
skills.
Originally constructed as a gas and service station,
this The
Originally
constructed
as
a
gas
and
service
station,
this
building
was
added
onto
in
1958.
building
now
serves
as
a
vocational
training
center
for
Originallyconstructed
constructedas
asaa
agas
gasand
andservice
servicestation,
station,this
this
Originally
constructed
as
gas
and
service
station,
this
Originally
building
now
serves
vocational
for
automotive
The training
building
was
added
building
now
serves
as
vocational
training
center
for
building
nowmechanical
servesas
asa
askills.
vocational
trainingcenter
center
for onto in
building
now
serves
as
aa
vocational
training
center
for
automotive
mechanical
1958.
automotive
mechanicalskills.
skills. The
Thebuilding
buildingwas
wasadded
addedonto
ontoin
in
automotive
mechanical
skills.
The
building
was
added
onto
automotive
mechanical
skills.
The
building
was
added
onto
inin
1958.
1958.
1958.
1958.
Building 7
Building
Building
Building7
7
Building
77
This building
This
building
Corps/Field
This
building
This
building
This
building
Corps/Field
Alterations
t
Corps/Field
Corps/FieldH
Corps/Field
H
Alterations
tott
building now
Alterations
Alterations
Alterations to
building
building
now
buildingnow
now
building
now
tion building.
Figure 3-48: View of service station following construction,
dated 1942. Source: National Museum of Health and Medicine, AFIP,

WRAMC History Collection.
Figure 3-49: Building 82. Source: National Museum of Health and

Medicine, AFIP, WRAMC History Collection.
Figure 3-46: All above Building 1. Source: Perkins+Will.
Figure 3-47: View of front elevation of Building 82, dated

May 2010. Source: Oehrlein & Associates Architects.
41
Building 7: Main Barracks, 1910

This building
was
built as
a barracks
Building
7 Main
Barracks
1910
, this
r for
dded
, thisonto in
, this
r for
r for
dded onto in
dded onto in
for the Hospital Corps/Field Hospital Company and housed

This
built
as a barracks
the Hospital
Building
7 was
Main
Barracks
to
1910
200building
soldiers.
Alterations
theforbuilding
took place
Building
7 Hospital
Main Barracks
and
1910housed 200 soldiers.
Corps/Field
Company
in 1992 and
2000.
The building
was later turned
Alterations
to was
the building
place for
in 1992
and 2000. The
This building
built as atook
barracks
the Hospital
intobuilding
office space.
This
was built as a barracks for the Hospital
building
nowHospital
serves as
office space.
Corps/Field
Company
and housed 200 soldiers.
Corps/Field Hospital Company and housed 200 soldiers.
Alterations to the building took place in 1992 and 2000. The
Alterations to the building took place in 1992 and 2000. The
building now serves as office space.
building now serves as office space.
Buildings 8 & 9: Officer Housing, 1910

These two structures, nearly identical, were
their families.
Additions to the rear of both buildings now include
These
twostructures,
structures,
nearlyidentical,
identical,
wereerected
erected
tospace.
house
These
two
were
house
These
two
structures,
nearly
identical,
were
erected
house
multi-car
garage nearly
space
and added
livingtoto
Armyofficers
officersand
andtheir
theirfamilies.
families. Additions
Additionsto
tothe
therear
rearof
ofboth
both
Army
Army
and
their
families.
the
rear
of
both
The officers
buildings
continue
to Additions
serve
asto
residences.
erected 8to
Army
officers
and
Buildings
&house
Officer
Housing
1910
Buildings
999Officer
Housing
1910
Buildings
88&&
Officer
Housing
1910
buildingsnow
nowinclude
includemulti-car
multi-cargarage
garagespace
spaceand
andadded
added
buildings
buildings
now
include
multi-car
garage
space
and
added
livingspace.
space. The
Thebuildings
buildingscontinue
continueto
toserve
serveas
asresidences
residences
living
living
space.
The
buildings
continue
to
serve
as
residences
forhigh-ranking
high-rankingofficers
officersat
atWalter
WalterReed
ReedArmy
ArmyMedical
MedicalCenter.
Center.
for
for
high-ranking
officers
at
Walter
Reed
Army
Medical
Center.
Building 15: Central Heating Plant,

1915
Building
15Central
Central
Heatingstructure
Plant1915
1915
Building
15
Heating
Plant
Building
15
Central
Heating
Plant
1915
This large,
voluminous
was
constructed
to
provide
heating
to
the
buildings
on
the
Walter
Thislarge,
large,voluminous
voluminousstructure
structurewas
wasconstructed
constructedto
toprovide
provide
This
This
large,
voluminous
structure
was
constructed
to
provide
Reed
campus,
and
fulfill
this
function
as
heatingto
tothe
thebuildings
buildingson
onthe
theWalter
WalterReed
Reedcampus,
campus,aaa it conheating
heating
to
the
buildings
on
the
Walter
Reed
campus,
tinues
to
operate
today.
For
a
utilitarian
building,
functionitititcontinues
continuesto
tooperate
operatein
intoday.
today. For
Foraaautilitarian
utilitarian
function
function
continues
to
operate
in
today.
For
utilitarian
building,
the
structure
incorporates
many
fine
architectural
the
structure
incorporates
many
fine
architectural
building,
building, the
thestructure
structure incorporates
incorporatesmany
many fine
fine architectural
architectural
details
inits
itsin
design.
Theinterior
interior
features
large,
openspaces
spaces
details
in
design.
The
large,
open
details
its design.
Thefeatures
interior
features
large,
details
in
its
design.
The
interior
features
large,
open
spaces
that
aresupplied
supplied
with
natural
lightingthrough
through
monitorroof.
roof.
that
are
natural
that
are
supplied
with
natural
lighting
through
monitor
roof.
open
spaceswith
that
are lighting
supplied
withaaamonitor
natural
lightThebuilding
buildinghas
hashad
hadnumerous
numerousadditions
additionsand
andalterations
alterationsover
over
The
The
has
numerous
additions
alterations
ingbuilding
through
ahad
monitor
roof.
The and
building
hasover
had
timebut
butstill
stillretains
retainsmuch
muchof
ofits
itsoriginal
originalcharacter.
character.
time
time
but
still
retains
much
of
its
original
character.
numerous additions and alterations over time but
still retains much of its original character.
Building17
17
Building
Building
17
Thisbuilding
buildingi
This
This
building
campus
notddd
campus
campus not
not
NationalCath
Cath
National
National
Cath
Cityto
todesign
design
City
City
to
design
Thebuilding
buildingisi
The
The
building
Thebuilding
buildingpp
The
The
building
andoffice
officespa
spa
and
and
office
spa
Figure 3-53: View of Building 7, dated circa World War I.

Source: Walter Reed Directorate of Public Works Archives, Box #1,
Folder #12, 09-4673.
Buildings 8 & 9 Officer Housing 1910
Building 15 Central Heating Plant 1915
Building 17
These two structures, nearly identical, were erected to house

Army officers and their families. Additions to the rear of both
buildings now include multi-car garage space and added
living space. The buildings continue to serve as residences
for high-ranking officers at Walter Reed Army Medical Center.
This large, voluminous structure was constructed to provide

heating to the buildings on the Walter Reed campus, a
function it continues to operate in today. For a utilitarian
building, the structure incorporates many fine architectural
details in its design. The interior features large, open spaces
that are supplied with natural lighting through a monitor roof.
Figure
3-55:has
Historic
photograph
showing
east
elevationover
The
building
had numerous
additions
and
alterations
of the Central Heating Plant, dated October 11, 1922. Source:
time
but
still
retains
much
of
its
original
character.
Walter Reed Directorate of Public Works Archives, Box#1, Folder#16.
This building
campus not
National Ca
City to desig
The building
The building
and office sp
Figure 3-50: Building 7. Source: Oehrlein & Associates Architects.
Figure 3-54: Building 7. Source: Oehrlein & Associates Architects.
42
Figure 3-51: All above Building 8 & 9. Source: Oehrlein &
Figure 3-52: All above Building 15. Source: Oehrlein &
Building 17 Doss Memorial Hall 1920
This building is one of the few structures on the Walter Reed

campus not designed by Army professional staff. The
National Catholic
War
Council
F.B.A.Hall,
Ware1920
of New York
Building
17:
Doss hired
Memorial
Building 11: Delano Hall, 1929
Building 11 Delano Hall 1929
Building
41 The Old and
Red Cross
1927
City to design
the structure,
thenBuilding
paid for
its construction.
This building
is one
of the
structures on the
Delano Hall was built in three major sections
Building
17 Doss
Memorial
Hallfew
1920
The
building
is
I-shaped
in
plan
and
had
alterations
in
1944.
Walter
Reed
campus
not
designed
by
Army
probetween
1929
and
1933.
The
building
was1929
origiDelano
Hall
built
inHall
three
major
sections
between
Building
originally
constructed
to house
the Red Cross
e Craig Wing
Building
11was
Delano
1929
Building41
41was
The
Old Red
Cross Building
1927
Building 11 Delano Hall 1929
Building
41 is
The
Old
Red
Cross
Building
1927
This
building
one
ofcampus.
the
fewhousing
structures
on
the
Walter
Reedlevels
oSternberg
provide
building
transient
onand
the
upper
fessional
staff.
The
National
War
Council
nally
occupied
by the
and
1933.
The building
wasNursing
originally Corps
occupiedfor
bydormitory
the
onprovides
the
Walter
Reed
ManyCatholic
social
recreational
dThe
not
designed
professional
staff.
The
us,
a added
Delano
Hall
was
in three
major to
sections
between
1929
Building
41
was
originally
constructed
to house
the
Red
Cross
Nursing
Corps
forbuilt
dormitory
facilities.
Currently
the
building
activities
took
place
inbythe
building.
Alterations
the
building
ewas
Craig
Wing campus
hired
F.B.A.
ofArmy
New
York
to to
design
the Delano
facilities,
and
then
changed
house
administrain
basement.
Hall was
built
in three
major sections
between
1929
Building
41 the
wasWare
originally
constructed
toCity
house
the
Red Cross
eand
Craigoffice
Wing space
National Catholic War Council hired F.B.A. Ware of New York
itarian
uilding
40
d Sternberg
d Sternberg
itectural
stered
a
was added
was added
pen
spaces
medicine.
uilding
40
ilding 40
onitor
ors
in roof.
the
stered
a
stered a
rations over
medicine.
nd
medicine.
ors in the
ors in the
nd
d
took
place
in 1997
and
2001.
Currently
theand
building
houses
on the
Walter
Reed
campus.
Many
social
recreational
structure,
then
paidMany
for its
construction.
The
on the Walterand
Reed
campus.
social
and recreational
City
to design
andfunctions.
then Alterations
paid for its to
construction.
administrative
andstructure,
educational
activities
tookthe
place
in the building.
the building
building
is
I-shaped
plan
and
had
activities took
place in the in
building.
Alterations
toalterations
the building
The
I-shaped
in planCurrently
and had alterations
1944.
tookbuilding
place inis1997
and 2001.
the buildinginhouses
took
place in 1997
and 2001.
Currently
the building
houses
in
1944.
building
used
to provide
temporary
The
buildingThe
provides
transient
housing
on the upper
levels
administrative
and educational
functions.
administrative
educational
functions.
housing
on and
the
upper
levels
and office space in
and
office space
in the
basement.
houses
administrative
and
office
uses. occupied by the
and
1933.
The building
was
originally
tive1933.
and
office
uses.
and
The
building
was originally occupied by the
Nursing Corps for dormitory facilities. Currently the building
Nursing Corps for dormitory facilities. Currently the building
houses administrative and office uses.
houses administrative and office uses.
the basement.
Building 45: Bandstand, 1941

The existing Bandstand dating from 1941 was
constructed as a replacement to a previous bandBuilding
Bandstand
- 1941 dating from circa 1920.
stand in45the
same location
The structure provides for outdoor recreation
The existing Bandstand dating from 1941 was constructed as
space and a therapeutic healing environment for
a replacement to a previous bandstand in the same location
wounded soldiers.
dating from circa 1920. The structure provides for outdoor
Building 45 Bandstand - 1941
recreation space and a therapeutic healing environment for

wounded
The
existingsoldiers.
Bandstand dating from 1941 was constructed as
a replacement to a previous bandstand in the same location

dating from circa 1920. The structure provides for outdoor
recreation space and a therapeutic healing environment for
wounded soldiers.
Building 6
This hefty st
volume of of
Building 6
This hefty s
volume of
Figure 3-60: View of Building 11 under construction, dated

Figure 3-59: View of west elevation of Building 17, dated
April 8, 1931. Source: National Archives and Record Administration,
SC 590550.
Figure 3-61: View of Building 11 under construction, dated

Figure 3-56: View of main entrance at Building 17, dated

Figure 3-57: Building 11. Source: Oehrlein & Associates

Architects.
Figure 3-58: All above Building 45. Source: Oehrlein

& Associates Architects.
43
Building 6: Borden Pavilion, 1997
structed
as
structed as
eelocation
location
outdoor
outdoor
nment
for
ment for
This structure of recent construction used to

provide a large volume of office space for the
former Walter Reed campus. Although not having
Building
6 Borden Pavilion
1997
high architectural
merit or
historic significance, it
Building 6 Borden Pavilion 1997
may be worth retaining due to its good condition,
This
hefty
structure
ofof recent
construction provides a large
size,
and
adaptability.
This
hefty
structure
recent construction provides a large
volume
of
office
space
for
the
volume of office space for theWalter
Walter Reed
Reed campus.
campus.
Building 6 Borden Pavilion 1997
nstructed as
me location
r outdoor
nment for
This hefty structure of recent construction provides a large

volume of office space for the Walter Reed campus.
Buildings 2 and 4:
Hospital & Parking Garage, 1977
Constructed between 1972 and 1977, Building 2
Building
20 Mologne
Houseon
1997
is the largest
structure
the campus and served
Building 20 Mologne House 1997
as the main hospital facility at WRAMC until the
Constructed
inin1997
as
a hotel
soldiers
andconcrete
their
installation
closure.
It facility
is anfor
Constructed
1997
as a hotel
facility
forexposed
soldiers and
their
families,
Building
20
continues
to
serve
in
the
same
capacity.
structure
designed
under
the
brutalist
architecfamilies, Building 20 continues to serve in the same capacity.
The
L-shaped
plan
the
building
wraps
two side
side
an
The
L-shaped
ofof the
building
wraps
two
ofof an
tural
style plan
of the
1960s
and
1970s.
The
building
exterior
courtyard
spacefor
for
outdoor enjoyment.
enjoyment.
exterior
space
outdoor
was courtyard
made using
approximately
110,000 cubic
yards of reinforced concrete.
Figure 3-64: Parking access ramp on Georgia Avenue side

of the garage. Source: Perkins+Will.
Building
20 Mologne
House had
19975,500
The completed
building
rooms and
had 1,280 patient beds. In 2002, the number of
Constructed
in 1997
as down
a hotel to
facility
soldiers
their
patient beds
was
250fordue
to aand
diversion
families, Building 20 continues to serve in the same capacity.
of space for outpatient clinics, administration and
The L-shaped plan of the building wraps two side of an
other courtyard
support space
functions.
exterior
for outdoor enjoyment.
Unique features of the building include interstitial
floors that included air conditioning, heating, electrical, plumbing and life support systems. Many of
these systems have become obsolete, even after
piecemeal renovations that occurred over time.
The adjacent parking garage has two levels
below grade topped by a landscaped roof. It supports parking for over 1,000 cars.
Figure 3-62: All above Building 6. Source: Oehrlein &

44
Figure 3-65: Parking garage interior. Source: Perkins+Will.
Figure 3-63: Building 2 and the west end building 4 which is

the green roof of the parking garage. Source: Perkins+Will.
Building 2A: Military Advanced

Training Center, 2007
This is a relatively small building appearing to
be a steel structure clad in an exterior insulated
finished system.
This center opened in 2007 to offer rehabilitating
soldiers the latest in cutting edge equipment to
help with their recovery. The facility is designed
for ease of use and has the latest in computer
and video monitoring systems and prosthetics to
help enhance amputee and patient care.
Figure 3-66: Building 2A with building 2 in the background
Buildings 88: Recreation Center, 1941

Most of this building was not in use at the time
of WRAMC closure. The unused portion was a
natatorium and gymnasium, and the smaller
portion was used as a child day care center.
Figure 3-67: View of the entrance to the Child Development

on the east end of building 88.
ENDNOTES
Figure 3-69: Rear of Building 2A with building 2 on the
right.
Figure 3-68: View of the former gymnasium and natatorium

in building 88
1. Walter Reed Army Medical Center Centennial: A Pictorial

History, 1909-2009, Washington, DC: Borden Institute,
2009, p. 168.
45
STREET PATTERN
FERN ST. N.W.
12TH ST. N.W.
13TH ST. N.W.
14TH ST. N.W.
Boundary
LRALRA
Boundary
Surrounding Street Pattern
Site Orthogonal Street
Street Responding to Topography
14TH ST. N.W.
AL
AS
KA
AV
E
N.
W
.
NORTH DR. N.W.
N
AI
M
.
DR
. N.W.
DR
.
N.W
ASPEN ST.
100
200
300
400
Exhibit 3-70: Street Pattern
46
13TH PL. N.W.
13TH ST. N.W.
.N
.W
.
AV
E
N
14TH PL. N.W.
LU
ZO
14TH ST. N.W.
ASPEN ST. N.W.
E. N.W.
12TH ST. N.W.
N
AI
GEORGIA AV
16TH ST. N.W.
DAHLIA
DHALIAST.
ST. N.W.
The former WRAMC Site has a remarkably different street pattern from the surrounding context
and the rest of the City in general. The Districts
predominant grid street pattern does not carry
through the Site, although Dahlia Street originally
did. The Site instead has narrow curved roads,
few parallel routes or intersections, and numerous dead ends.
An urban street grid typically provides increased
connectedness; multiple parallel routes allow
traffic overflow providing greater flexibility and
capacity. However a street grid tends to ignore
topography rather than conforming to landscape contours. Main Drive, the former campus
primary street, follows the site topography providing scenic views of both the landscape and key
buildings. Other routes on the Site weave around
buildings. While the street grid pattern dominates
the rest of the city, on the Walter Reed Site the
topography and placement of buildings tends to
dominate.
Fountain circle is ever so slightly more formal. The fountain

itself is an historic site feature and further enhances the site
by providing the refreshing sight and sound of water, and
visual character.
Open Space
The north-south and east-west axes from Building
1 together with the alignment of Main Drive, form
the organizational basis for the entire campus.
Hoff Memorial Fountain sits at a location where
the building arrangements meet the topographic
forms of the Site. Building 1s front lawn is of a
simple design including both lawn and tree plantings. The landscape inside the Hoff Fountain circle
Sitemore
Elements
is Key
slightly
formal. The fountain itself is a historic site feature and further enhances the Site by
The following are important existing site qualities and features
providing
the refreshing sight and sound of water,
on the campus that are important to maintain as a part of this
and
visual
character.
Reuse Plan.
The Great Lawn, surrounded by Main Drive to the
Openand
Space
north
east, Building 14 to the west, and the
Rose Garden to the south, is the paramount landThe 62.5 acre parcel of the Walter Reed campus that is a part
scape
on isthe
property.
In the
past
the lawn
of thisfeature
Reuse Plan
fortunate
to have
several
natural
has
served
as
a
natural
amphitheater
focused
landscapes worthy of retention.
on the historic bandstand and has been used for
The north-south
and east-west
axes
fromother
the Administration
graduations,
Easter
services,
and
functions.
Building
(Building
1), together
alignment of
This
space
contains
somewith
of the
thesinuous
most significant
Main Drive, form the organizational basis for the entire
specimen
trees on the campus. The lawn is the
campus. Hoff Memorial Fountain sits at a location where the
largest
and
most usable of the public open spaces
rectilinear building arrangements meet the organic
ontopographic
the property.
forms of the site. The Administration Buildings
front lawnjust
is of asouth
simple of
design
both lawn
and
Located
theincluding
Bandstand
(Building
discrete tree plantings. The landscape inside the Hoff
45), at the edge of the Great Lawn, is the Rose
Fountain circle is ever so slightly more formal. The fountain
Garden.
Although not all of the components of the
itself is an historic site feature and further enhances the site
garden
are original,
thesight
Rose
the
by providing
the refreshing
andGarden
sound of retains
water, and
fundamental
design it has had for more than 80
visual character.
years. This area is often used for relaxation and
contemplation, because of the seating areas and
the abundance of shade in warm summer months.
The sound and cooling effect of the water greatly
contribute to the comfort of this spot. The fountain is at the transition from the Rose Garden to
a wooded ravine, and acts as a gateway to this
space.
been heavily altered over time, with ornamental

trees added and allowed to grow untrimmed, and
concrete retaining walls and stone steps added.
Although it provides a quiet and shaded space on
the campus, the location is secluded, and not very
visible.
contains some of the most significant specimen trees on the

campus. The lawn is the largest and most usable public open
spaces on the property.
Located just south of the Bandstand (Building 45), at the edge
of the great lawn, is the Rose Garden. Although not all of the
components of the garden are original, the Rose Garden
retains the fundamental design it has had for more than 80
years. This area is often used for relaxation and
contemplation, both for the seating areas provided and for the
abundance of shade in warm summer months. The sound
and cooling effect of the water greatly contribute to the
comfort of this spot. The fountain is at the transition from the
rose garden to a wooded ravine, and acts as a gateway to
this space.
Of all the open spaces at WRAMC, the wooded ravine south
of the Rose Garden retains the most natural vegetation and
character. The setting has been heavily altered over time,
with ornamental trees added and allowed to grow untrimmed,
and concrete retaining walls and stone steps added.
Although it provides a quiet and shaded space on the
campus, the location is secluded, and not very visible. The
area will be redeveloped to be better utilized as part of this
Reuse Plan.
and concrete
Although it p
campus, the
area will be r
Reuse Plan.
Other sectio
open space
serves to ma
beauty for th
Figure 3-71: Hoff Memorial Fountain. Source Perkins+Will.

The Great Lawn, surrounded by Main Drive to the north and
east, Abrams Hall to the west, and the Rose Garden to the
south, is the paramount landscape feature on the property. In
the past the lawn has served as a natural amphitheater
focused on the historic bandstand and has been used for
graduations, Easter services, and other functions. This space
Figure 3-72: The Great Lawn. Source Perkins+Will.
Figure 3-73: The Great Lawn. Source Perkins+Will.
Other sections of this report will discuss the landscape and

open space features in more detail, but the Reuse Plan
serves to maintain historic site features and capitalize on their
beauty for the betterment of the redeveloped property.
Of all the open spaces at the Site, the wooded

ravine south of the Rose Garden retains the most
natural vegetation and character. The setting has
The Great Lawn, surrounded by Main Drive to the north and
east, Abrams
Rose
W A L Hall
T E to
R the
R west,
E E DandAthe
RM
Y Garden
M E D to
I Cthe
AL CENTER
the
InR I L 3 0 , 2 0 1 3
Ssouth,
M A L Lis A
R Eparamount
A P L A N landscape
- C O U N Cfeature
I L A Pon
P Rthe
O Vproperty.
ED AP
the past the lawn has served as a natural amphitheater
Figure 3-74: The Rose Garden in the Great Lawn.

Source Perkins+Will.
47
2.4 Transportation
As a part of its transition from serving the medical
needs of the United States Army to becoming
a mixed-use destination within the District of
Columbia, the former WRAMC campus and the
surrounding transportation facilities are undergoing repurposing and reconfiguration. This
section details the current state of transit services, pedestrian environment, bicycle facilities,
and roadway conditions in and around the former
WRAMC campus and discusses future improvements proposed as a part of the Small Area Plan
(SAP) surrounding the former WRAMC campus.
As part of the Reuse Planning process, an in
depth transportation analysis of the Site and
surrounding street network was completed. The
SAP takes into consideration the Transportation
Impact Study (TIS) analysis and highlights those
recommendations in the Transportation Recommendations Section. The full TIS report can be
found in Appendix C.
Overview of Regional Access

The existing WRAMC is situated in Northwest
Washington, DC. Regional mobility and site
access are provided by bus and rail transit, principal arterials, and regional multi-use bicycle
trails. The Site is within a 15 minute walk of the
regional Metrorail system and is directly served
by an express bus network. These transit services link the Site with downtown Washington,
DC, major population centers in Maryland and
Virginia, national rail service, and the regions
three airports: Ronald Reagan Washington
National Airport, Washington Dulles International
Airport, and Baltimore/Washington International
Thurgood Marshall Airport.
A trip between the Site and downtown Washington, DC takes approximately 25 minutes by
48
Metrobus. Traveling by Metrorail would require a

similar amount of time due to the time required to
travel between the Site and the Takoma Metrorail
station, which is the station located nearest to the
Site; once at the station, the rail trip takes approximately 15 minutes. These time estimates, including those listed below, were developed using GIS
mapping and routing software. Estimated travel
times are based on travel between the intersection of Dahlia Street and Georgia Avenue and the
Metro Center Metrorail station located at 13th
Street and G Street.
The adjacent roadways provide connections
between the Site and the regional and national
network. 16th Street and Georgia Avenue, which
border the Site to the west and east, respectively,
are principal arterial roadways in the District and
link the Site with downtown Washington, DC
to the south and Silver Spring and the Capital
Beltway to the north. A private vehicle trip from
the Site to downtown Washington, DC, which is
approximately 5 miles, takes 15 minutes. A trip
between the Site and the nearest Capital Beltway
access point, which is located approximately 3
miles from the Site, takes 8 minutes.
The Site is located within cycling distance of a
regional network of multi-use trails, including the
Metropolitan Branch Trail and the Capital Crescent Trail. These trails are commuter and recreational corridors that provide mobility throughout
the study area and the region. There are onstreet bicycle facilities in the study area that
provide access to the multi-use trails and regional
destinations. A bicycle trip between the Site and
downtown Washington, DC via the on-street
bicycle network takes approximately 30 minutes.
Because of these connections to the regional
street network and to nearby multi-use trails,
there are no major barriers to site mobility and
accessibility throughout the Washington, DC
region. However, although the Site is well-
connected to the adjacent roadway network via

the local street grid, east-west connectivity with
Chevy Chase and other neighborhoods to the
west is limited due to the finite number of connections through Rock Creek Park, which is located
immediately adjacent to the Site on the west side
of 16th Street.
Overview of Local Access

The existing WRAMC is located adjacent to
the Brightwood, Takoma, and Shepherd Park
neighborhoods. These neighborhoods are predominantly residential with some pockets of
commercial activity. Neighborhood mobility is
provided by local transit service, arterial and local
roadways, sidewalks and crosswalks, and signed
bike routes and on-street bike lanes. The Site
is bound by Georgia Avenue, Fern Street, 16th
Street, and Aspen Street.
The local transit network consists of bus service
along 16th Street, 14th Street, Alaska Avenue,
Georgia Avenue, 5th Street, Blair Road, Aspen
Street, and Butternut Street. These bus routes
have stops located immediately adjacent to the
Site and every few blocks along each bus route.
Bus service links the Site with the Takoma Metrorail Station, Silver Spring, and downtown Washington, DC. Several stops near the Site have
shelters, route information, and seating.
The study area1 roadway network consists of
principal arterials, minor arterials, collector
roads, and local roads. The network surrounding
the Site is laid out in a grid pattern with a few
avenues and roadways that bisect the network
diagonally. Intersections are located at regular
intervals and most streets located in the study
area are two-way except portions of 8th Street
NW, Van Buren Street, and Hemlock Street. The
roadway network provides good traffic circulation
throughout the study area, allowing for multiple
2 . 4 T R A N S P O R TAT I O N
routing options for drivers and dispersing vehicles

throughout the roadway network.
Access to the existing WRAMC was provided
through several gates, which are located along
the periphery of the campus. However, several
of these gates have been closed following the
relocation of the Hospital. Currently, the gate
located at 16th Street and Main Drive is the only
gate that still provides access to the remaining
on-site uses.2
Travel through the study area by vehicles,
pedestrians, and bicyclists are obstructed by
the WRAMC due to the site security. It cuts off
direct north-south and east-west traffic traveling
through the study area because the roadways are
blocked by the now closed campus gates and do
not connect through the Site. North-south travel
along 13th and 14th Streets is impeded, as well
as east-west travel along Dahlia Street, Butternut
Street, and Elder Street. However, the impact to
east-west travel is not as great as to north-south
travel due to Rock Creek Park, which provides an
additional barrier to east-west movements in the
study area. Vehicles, pedestrians, and bicyclists
traveling on these study area roadways must
circulate around the Site or take alternate routes
through the study area. However, with the proposed redevelopment of WRAMC, these access
points will be fully operational.
Pedestrian facilities are provided throughout the
study area, including sidewalks, curb ramps,
crosswalks, and pedestrian signals. Conditions
are acceptable for pedestrians, shade is provided
by mature trees, sidewalks are buffered from
traffic by a planting strip and on-street parking,
and traffic speeds are low along most collector
and local roads. However, the following roadways do not have continuous sidewalks on both
sides of the street, Aspen Street, Luzon Avenue,
Geranium Street, and Blair Road. Pedestrian
volumes are highest along Georgia Avenue near
bus stops and between the Site and the Takoma

Metrorail station, which is approximately one-half
to three-quarters of a mile from the future Town
Center of the Site. The 2009 DDOT Pedestrian
Master Plan identified Georgia Avenue as a high
hazard corridor due to high traffic speeds and
volumes.
On-street bicycle lanes are provided along 14th
Street south of Aspen Street and on Piney Branch
Road between Butternut Street and Underwood
Street. Beach Drive, 8th Street, and Piney
Branch Road are signed bike routes. Riding
bicycles on sidewalks is permitted in the study
area. The DDOT 2011 Bicycle Map indicates
that cycling conditions are fair to poor along 16th
Street and Georgia Avenue due to traffic speeds,
traffic volumes, and roadway conditions. There is
limited bicycle parking throughout the study area,
and cyclists frequently use street signs or other
objects to secure their bicycles.
The existing WRAMC obstructs north-south
bicycle traffic along 14th Street. This is not a major
obstruction for regional bicycle traffic because
bicyclists must use 16th Street or Georgia Avenue
north of the Site. However, the Site does impact
local traffic between the residential uses north
and south of the Site along 14th Street. Bicycling
is possible along most local roads in the study
area. Within the Site, there are no bicycle facilities, but low traffic speeds and wide street widths
allow cyclists on the Site to ride along all Site
roadways. These cyclists are currently required
to access the Site via the only available driveway
at 16th Street and Main Drive.
On-street parking is provided throughout the
study area along all streets, including 16th
Street, Georgia Avenue, and others. Most study
area parking spaces require residential parking
permits, though some spaces are metered or
unregulated.
The remaining areas prohibit
parking during peak periods and are unregulated

during off-peak periods.
Vehicular Access and Circulation

Travel by privately-owned vehicles is common in
the outer sections of the District of Columbia in
the vicinity of the WRAMC campus. As such, the
campus is well-suited to vehicular travel owing to
its location between major north-south commuter
roadways like Georgia Avenue and 16th Street,
which directly border the campus to the east and
west, respectively. This section provides an overview of conditions along the external and internal
roadways, vehicular connections between the
Site and the surrounding street network.
External Roadways
The Site is bordered on the east and west by
Georgia Avenue and 16th Street, respectively,
both major north-south roadways connecting the
Site with major regional destinations like downtown Washington, DC to the south and Silver
Spring and the Capital Beltway to the north.
These routes serve highly directional commuter
traffic volumes of around 30,000 vehicles per day,
largely due to their design as major commuter
arterial roadways and how the existing street
network and local barriers like Rock Creek Park
serve to concentrate traffic along these corridors.
East-west traffic around the former WRAMC
campus is more local in nature. The residential
character of the east-west streets through the
surrounding neighborhoods limits traffic speeds,
while the presence of Rock Creek Park to the
west and CSX and Washington Metropolitan Area
Transit Authority (WMATA) railroad tracks to the
east presents a barrier to long-distance east-west
travel. Therefore, east-west traffic in the vicinity of the former WRAMC campus is distributed
across the street grid and the campus security
49
perimeter does not present a significant impediment to vehicular mobility.
nal intersections are stop-controlled and the

posted speed limit is 15 mph.
Security Perimeter and Internal Conditions
Transit Service Access and Circulation
As with the other travel modes, the closure of the

former WRAMC campus has limited vehicular
site access. The former WRAMC campus was
closed to through traffic throughout the time it
was operating as a hospital; the redevelopment
will finally allow the Site to be open. When the
Site was open as a hospital there were five (5)
gates into campus, the only access now available
to travelers is through the Main Drive gate along
16th Street. While this single security gate limits
the convenience of access to the former WRAMC
campus, the fact that this gate is located along
16th Street, a major arterial roadway for traffic
traveling into and out of DC means that the low
volumes using the campus are generally wellserved by the current access scheme.
Once inside the security perimeter, traffic circulation occurs along a network of two-lane, two-way
roadways including Main Drive, 12th Street,
Service Road (13th Street), Dahlia Road and
North Road. The numbered streets accommodate north-south movements while Main Drive,
Dahlia Road, and North Road accommodate
east-west movements. Although this network
provides sufficient means to access all buildings
and facilities within the former WRAMC campus,
the existing configuration restricts overall site circulation because of the limited number of northsouth connections across the Site.
Main Drive is the primary east-west link between
the 16th Street gate and the currently closed
gates along Georgia Avenue. Traffic calming
measures are in place along the length of Main
Drive, including speed humps, relatively narrow
travel lanes, and two traffic circles. However,
throughout the former WRAMC campus all inter50
Metrorail and Metrobus services connect the Site

with other District neighborhoods and the Washington-Metropolitan region. The WRAMC is primarily serviced by the WMATA express and local
bus service along the 16th Street and Georgia
Avenue corridors.
Metrobus
The former WRAMC Campus is serviced by five
major Metrobus lines in the study area, as shown
on Table 3-74: Nearby Transit Services. Stops for
these services are located along streets adjacent
to the Site, including 16th Street, Alaska Avenue,
Aspen Street, and Georgia Avenue. Two of these
services, the Georgia Avenue Metro Extra Line
and the 16th Street Express provide high-quality,
limited-stop service between the Site, Metrorail,
and major regional destinations. Other bus lines

in the area compliment these express lines by
providing service around the clock.
Metrorail
Metrorail service is provided via Takoma station
on the Metrorail Red Line, approximately -mile
from southeastern corner of the former WRAMC
campus. To the north, the Red Line connects
the WRAMC Site to Silver Spring and Glenmont
in Montgomery County, Maryland, while to the
south the Red Line provides service to downtown, Union Station, Gallery Place/Chinatown,
and Metro Center before swinging north through
Chevy Chase into Bethesda in Montgomery
County.
The station entrance is located at Cedar Street/
Carroll Street just west of Eastern Avenue. The
station provides a limited amount of short-term
metered parking spaces along with a number
of bicycle racks and lockers and 9 carsharing
Table 3-75: Nearby Transit Services. Source: Gorove/Slade
spaces in the immediate vicinity. 9 bus bays

provide connections to the local public transportation network.
There is generally good connectivity between the
Site and the Takoma station for pedestrians and
cyclists, although improvements are possible.
This station is slightly beyond the ideal walking
distance for transit access, but it is ideally suited
for bicycle access from the former WRAMC
campus. There is adequate auto access and
some parking to accommodate those arriving by
car. The Metrobus 14th Street Line also provides
an efficient alternative for accessing the Metrorail
system.
Between the various Metrobus services adjoining the former WRAMC campus and the multiple
options available for accessing Metrorail service
at Takoma station, the level of transit service
provided around the campus results in generally
high transit usage.
Truck Access and Circulation

Prior to the closing of WRAMC, the campus
accommodated truck access only at the 16th
Street and Main Drive gate. Since the 16th Street
entrance is the only security gate that continues
to provide access to the Site, all vehicular access
must now share this location as well.
The Main Drive gate has two ingress lanes. The
southernmost lane is used to channel and screen
trucks entering the Site. Once on site, trucks may
circulate freely, but most truck traffic is concentrated along 14th Street, Dahlia Street, and North
Road since most building loading facilities are
located along these streets. However, following
the closing of the WRAMC, vehicular and truck
volumes have dropped significantly due to the
non-operational nature of the Site.
Pedestrian Access and Circulation

A range of pedestrian facilities are provided
throughout the area surrounding the former
WRAMC campus, including sidewalks, curb
ramps, crosswalks, and pedestrian signal heads
with countdown displays. Conditions are acceptable for pedestrians: shade is provided by mature
trees, sidewalks are buffered from traffic by plant
boxes and on-street parking, and traffic speeds
are low along most collector and local roads.
Nearly all streets in the study area feature planted
buffers between sidewalks and the curb in addition to on-street parking that helps to provide
an additional buffer between pedestrians and
vehicular traffic.
Interface with Surrounding Neighborhood
Pedestrian volumes around the former WRAMC
campus are highest along Georgia Avenue, near
bus stops, and between the Site and the Takoma
Metrorail station, approximately mile away.
Because of the concentrated level of pedestrian
activity in this area stemming from retail availability and transit accessibility, the 2009 DDOT
Pedestrian Master Plan identified Georgia
Avenue as a high hazard corridor due to high
traffic speeds and volumes.
Routes between the Site and the Takoma Metrorail station have generally good walking conditions. Sidewalks are provided along both sides
of the street along all major routes between
the Site and the Takoma station, although the
longer-than-ideal walking distance and moderate
topographical changes along the route may discourage some users from walking between the
site and the rail station. These users may choose
to access the station via bicycle or the Metrobus
14th Street Line.
Surrounding the former WRAMC campus, existing sidewalks provide connectivity to the adjacent
neighborhood excluding Aspen Street. Side-
walks connecting the former WRAMC campus

to the community currently do not exist along the
northern edge of Aspen Street between Georgia
Avenue and 16th Street.
Pedestrian Connectivity
As previously mentioned, existing security restrictions in place around the former WRAMC campus
currently restrict site access to only the Main
Drive gate off of 16th Street. This location is not
close to major pedestrian destinations, and the
high vehicular traffic volumes and speeds along
16th Street do not present favorable pedestrian
conditions.
However, the single access location means that
despite the less than ideal conditions all pedestrians within the Site must enter and exit via the
16th Street gate. This gate is over mile from
the Georgia Avenue commercial corridor. Therefore, it is likely that pedestrian access at the 16th
Street gate will consist largely of bus arrivals.
Finally, as stated previously the former WRAMC
campus security restrictions interfere with external pedestrian circulation by causing pedestrians
to divert around the campus in order to reach
their desired destination.
Internal Pedestrian Facilities
Once inside the WRAMC Site, moderate travel
speeds and low traffic volumes create generally
favorable conditions for pedestrians. Main Drive
and Dahlia Street serve as the main pedestrian
access routes and feature sidewalks along both
sides of the street, curb ramps, and striped
crosswalks. Signs along these roadways identify
roadway crossings and instruct drivers to yield
to pedestrians. Additionally, traffic calming measures such as speed humps, narrow travel lanes,
and traffic circles are located throughout the Site
to limit traffic speeds and improve pedestrian
safety.
51
Although some missing or poor pedestrian facilities can be found on the periphery of the Site,
the majority of on-site pedestrian activity occurs
between buildings within the central campus and
between buildings and parking facilities, therefore largely avoiding the outlying roadways with
substandard sidewalk facilities.
North-south access on the former WRAMC
campus is served by a network of sidewalks
and paved pathways, most notably along 12th
Street. However, this route is also limited by
elevation change, frequent driveways and curb
cuts, and incomplete crosswalks south of Main
Drive, contributing to the generally discontinuous
nature of pedestrian pathways along the edges
of the Site. It should be noted that some of the
internal pedestrian facilities do not meet DDOT
standards.
Bicycle Access and Circulation

The Site is located within cycling distance of
a number of existing regional multi-use trails,
including the Metropolitan Branch Trail, Beach
Drive and Rock Creek Park trails, and the Capitol
Crescent Trail. These trails are commuter and
recreational corridors that provide mobility
throughout the greater Washington region. There
are also a variety of on-street bicycle facilities
around the former WRAMC campus that provide
access to regional destinations.
On-street bicycle lanes are provided along 14th
Street south of Aspen Street, directly adjoining
the former WRAMC campus to the south and
stretching south to Columbia Heights. Limited
facilities also exist along Piney Branch Road
between Butternut Street and Underwood Street,
connecting a signed bicycle route that stretches
between the Metropolitan Branch Trail at the
Takoma Station and downtown DC via Columbia Heights. 8th Street also provides a signed
bicycle route stretching south to Petworth.
52
The DDOT 2011 Bicycle Map indicates that high

travel speeds, traffic volumes, and on-street conditions contribute to poor cycling conditions along
16th Street and Georgia Avenue. This leads to
many bicyclists riding on the sidewalk on these
streets.
By contrast, fair to good bicycling conditions exist
along the east-west streets connecting the former
WRAMC campus to the Takoma Metrorail station.
The residential character of these streets and the
generally low travel speeds and traffic volumes
that exist within the Takoma neighborhood makes
bicycling an attractive means of connecting to the
Metrorail system.
As with the pedestrian network within the former
WRAMC campus, the interface between external
bicycle paths and the internal bicycle network
is limited by the closed nature of the former
WRAMC campus as it currently exists. The
former WRAMC campus presents an impediment
to regional bicycle travel external to the Site by
requiring cyclists to circulate around the campus
due to its restricted security perimeter. Furthermore, the 16th Street entrance at the Main Drive
gate does not present favorable conditions for
bicycle access due to vehicular traffic along 16th
Street itself in conjunction with the lack of connections between the gate and formal bicycle
facilities.
Within the Site itself, there are no dedicated bicycle
facilities. Currently, the generally narrow twolane roadway cross-sections with low volumes
within the Site keep vehicular travel speeds low
and therefore allows cyclists to ride along all site
roadways in relative safety. However, there is
limited bicycle parking throughout the study area
and cyclists were observed using street signs or
other objects to secure their bicycles because of
this deficiency.
Parking
The existing WRAMC campus includes a total of
4,508 parking spaces, with 2,341 of these spaces
located within the LRA boundary which includes
on and off street parking. The majority of these
spaces are located within existing parking structures below Abrams Hall (Building 14) and the
Heaton Pavilion (Building 2). These facilities are
largely unused, due to the campus being previously closed off, but are potentially available for
future reuse.
ENDNOTES
1. The study area encompasses all of the intersections
included in the TIS (Appendix C), which is an area of
nearly 2.0 square miles. The overall general boundaries
are the DC boundary line, 16th Street, Military Road/
Missouri Avenue, Georgia Avenue and Eastern Avenue.
2. At the time of the drafting of the Reuse Plan and the
Small Area Plan the only gate open to the public was the
gate on Georgia Avenue and 16th Street; however, as
long as the Army is the owner of the property they may
change which gate or gates are open. Once the property
has been moved from Army ownership to District government and ultimately private ownership, all the streets will
become part of the citys grid rather than being limited
access gates.
2.5 Market Analysis

Demographics
The Site is situated in Ward 4 in Northwest
Washington, DC, among five very stable neighborhoods: Brightwood, Shepherd Park, Colonial Village, Takoma, and Manor Park. In 2000,
there were approximately 25,000 people within
1-mile of the site. While this Ward experienced
a slight population increase of 594 persons or
0.8% between 2000 and 2010, the area within a
1-mile radius of the site grew at a faster rate. In
2010, the population within the 1-mile radius of
the study area was 26,300 which translates into
an annual growth rate of 0.51% between 2000
and 2010. (See Table 3-76: Population Growth
Trends).
this area were to grow at the 2.7% rate, which

the District as a whole recently experienced from
2010 to 2011, the population would be as high as
38,500 in 2020.
The population within 1-mile of the Site had a
median household income of $55,500 in 2010,
which is slightly lower than the Districts overall
median household income of $60,900. (See
Table 3-75: Median Household Income Trends
(2010 Dollars)). The closest central business
district to the study area is Silver Spring. While
its median household income is $71,606 (higher
than the 1-mile area of the Site), the study area
does contain pockets of higher-income households, such as Shepherd Park and northwest
portions of Takoma, which have a median income
of $61,055. (See the Walter Reed Army Medical
Center Re-Use - Market Study in Appendix B for
more information).
1 mile radius:
Median Household Income
Annual %
Change
1990
$62,600
2000
$58,100
- 7.0%
2010
$55,500
- 4.5%
Table 3-76: Median Household Income Trends (2010
Dollars)
1 mile radius:
Population
Annual %
Change
2000
25,000
2010
26,300
0.51%
2015
28,700
0.9%
2020
30,000
0.9%
Table 3-77: Population Growth Trends
The District has now reversed its negative population growth rate prior to Census 2000 and
has experienced a rapid population increase of
5.2% from 2000 to 2010. Due to an even more
significant population increase from 2010 to 2011
of 16,273 people or 2.7% in just one year, the
next decade is expected to reflect an aggressive
population growth that will most likely impact
positively on urban redevelopment.
The market analysis conducted for the Reuse
Plan looked at the projected growth rate for the
study area, as well as projected growth rates
for the District and the region. The market study
assessed the impact of a range of growth scenarios for the study area. Using this average
annual growth rate for the region (0.9%) suggests that the population within 1-mile of the site
is expected to grow to 30,000 by 2020. Assuming
a growth rate that is more similar to the fastestgrowing county in the region, Fairfax County
(1.1% per annum growth rate), the population
within 1-mile of the site could grow as high as
31,200 in 2020. However, if the population in
2 . 5 M A R K E T A N A LY S I S
53
Market Analysis
An assessment of reuse opportunities for the Site,
established during the Reuse Planning process,
explored two potential market-based programs
for the Site:
1. Demand-Supported Development Program;
and
2. Contingent Development Program
Demand-Supported Development
Program
This program is an assessment of existing site
and market conditions. The Demand-Supported
Program reflects a mix of uses which are primarily driven by revenues and expenses, and for
which projected market demand is assumed to
drive locational decisions of users. These uses
include traditional market sectors retail, residential, commercial office, and hospitality.
Demand-Supported Development
Program Projections
information were considered in the projection of

demand for multiple building types. NOI Uses
were incorporated into the Demand-Supported
program. The consultant team also used the following three additional tools to fully vet the potential of the Site:
Developer Focus Groups: Roundtable
discussions with more than 20 development
firms were held by the LRA to identify development opportunities and constraints, as
well as key implementation considerations;
Development Case Studies of Comparable
Sites: An analysis of local and national
development projects with characteristics
similar to Walter Reed helped identify
program opportunities and implementation
considerations.
Request for Ideas (RFI) for Building 1:
Solicitation to a wide range of industry
and non-profit organizations, released by
the LRA, helped determine interest in and
ideas for a corporate or institutional re-use
of Building 1 (the original hospital building).
The demand-supported development program

uses ten-year economic and demographic projections for the study area and the region, and
takes into account the anticipated development
pipeline. The analysis assumes that the Department of State (DOS) will control a 43.57 acre
portion of the Walter Reed Site to the west of the
Districts parcel. The DOS anticipates a Foreign
Mission Center (FMC) to include offices and
embassies that support foreign missions in the
United States; the FMC is only roughly planned
at this stage.
Trends in the real estate market of the surrounding area projects changes in market demand for
housing, retail, office space and hotel. Pipeline
development and comparable sales and project
54
Contingent Development Program

This program identifies certain conditions, or
demand drivers, that would allow for increased
programming of particular land uses. The following three contingent demand drivers have the
potential to significantly increase demand for
each land use on site:
Accelerated timing for operational streetcar
service: Moving the streetcar operational
service date forward to the year 2015 would
increase short-term residential demand
for the Walter Reed campus due to the
enhanced access it would provide residents
to downtown DC;
Destination retail anchor: Attracting a destination retail anchor would draw consumers
from a larger market from throughout the DC
area, increasing retail traffic on the Site and
attracting strong demand for other retailers
to locate nearby;
Corporate, academic, or medical anchor
tenant: Attracting a large office-use tenant
could significantly increase demand for
office space, possibly establishing the Site
as an office location and attracting related
office demand.
Figure 3-78: Demand-supported program
Contingent Development Program

Projections
Coordinated community and government efforts
in key areas could expand the Demand-Supported Program recommendation. The analysis
considered what the potential impact would be if
the District could attract a commercial office and
destination retail tenant, and accelerate implementation of streetcar development. These outcomes, if occurring simultaneously, could result
in the recommended Contingent Program. The
impact of the three incremental demand drivers
would include the following:
Impact of accelerated timing for operational
streetcar service: Streetcar is defined as
an operational streetcar line that connects
Walter Reed to the Metrorail system or
to employment centers in Silver Spring,
Maryland and downtown Washington, DC.
The Demand-Supported Program assumes
streetcar service to Walter Reed is operational in 2020. The Contingent Program
assumes that operational date is at least
five years sooner. Increase the DemandSupported residential program by 1,130
units for a total of 2,110 units;
offered in Building 1, catalyzing demand for

at least an additional 50,000 - 200,000 SF
of new office space of complementary office
users; Increase the Demand-Supported
office program by 50,000-200,000 square
feet for a program total of 620,000-770,000
square feet.
The impact of a destination retail anchor on this
area of the city would be significant. There are
few destination retails areas in the city overall
and the area around Walter Reed in particular
has less retail than many other areas. Having a
destination retailer would draw both visitors from
the immediate surrounding neighborhoods but
also from a wider catchment area helping to
draw a stronger retail tax base for the city.
Impact of a destination retail anchor: A

retailer that draws customers from beyond
a two-mile radius and therefore increases
capture rates of retail demand. Destination
retailers may include department stores (e.g.
Kohls), wholesalers (e.g. Costco) and largeformat specialty stores (e.g. Harris Teeter).
Increase in the Demand-Supported retail
program by 75,000-100,000 square feet for
a total of 150,000-200,000 square feet;
Impact of a corporate, academic, or medical
anchor tenant: A single user or a cluster of
cooperative users that have an immediate or
planned need for more than the 200,000 SF
Figure 3-79: Contingent Program Summary
55
REDEVELOPMENT FRAMEWORK
RECOMMENDATIONS

D.C.: Historic photo of the Walter Reed Army Hospital (Building 1) (looking northeast).
Redevelopment
Framework
12TH ST. N.W.
FERN ST. N.W.
ELDER ST. N.W.
AL
AS
KA
AV
E
N.
W
.
New
N
AI
.N
DR
.W.
14 N
12
DR
.N
82
E. CAM
17
NW
11
Z
15
DR.
300
18
90
U
ASPEN ST.
13TH PL. N.W.
13TH ST. N.W.
.W
.
.N
AV
E
ON
LU
Z
14TH PL. N.W.
14TH ST. N.W.

200
16
ASPEN ST. N.W.
100
ER O N
ME
R ON
14 S
14
E. N.W.
GEORGIA AV
ID
A
B
C
D
E
F
G
H
I
J
K
L
M
N
O
P
Q
R
S
T
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V
W
X
Y
Z
14 N
14 S
Are
23
62
30
31
83
40
56
62
365
110
146
165
49
50
159
133
88
132
56
5,
127
126
31
28
50
190
58
57
Subtota
400
Exhibit 4-80: Proposed Development from the Walter Reed Reuse Plan July 13, 2012 Source: Perkins+Will
58
Are
200
65
50
7,
7,
18
25
1,
2,
6,
148
20
25
Subtota
DAHLIA ST. N.W.
C
W.
The Proposed Development Plan takes into

account the existing rights-of-way and distributes the program space in buildings that will be
designed to be sensitive to their historic context
and surrounding community.
16TH ST. N.W.
Exhibit 4-79: Proposed Development from the

Walter Reed Reuse Plan July 13, 2012, is an illustrative site plan providing a guideline for development based on the WRAMC Reuse Plan market
feasibility program. This Plan illustrates potential
building footprints with heights that would fit the
Site based on the Reuse Plan market feasibility
program. The illustrated footprints are only a testfit for how the program might work in the Site
while serving as a massing guideline and recommendation for future build-out.
14TH ST. N.W.
The Redevelopment Framework lays out the

development strategy for the former Walter Reed
Army Medical Center (WRAMC) Small Area Plan,
which will reinforce and augment the existing site
character through the use of selective development infill that corresponds to the types of buildings that are currently found on the Site. This will
ensure that the integrity of the historic buildings
and landscapes is maintained, while infusing the
Site with new programs and uses.
13TH ST. N.W.
Existin
ID
1
6
7
8
9
12
15
16
82
90
11
17
18
3 . R E D E V E L O P M E N T F R A M E W O R K R E C O M M E N D AT I O N S
3.1 Comprehensive Plan

Land Use Designations
The Council-approved Reuse Plan specifies
the proposed land uses for redevelopment of
the former WRAMC Site (See Exhibit 4-79:
Proposed Development from the Walter Reed
Reuse Plan July 13, 2012 on page 58). These
uses include residential, institutional/corporate,
educational, public facility, open space, as well
as mixed uses. The Site is currently designated
as Federal on the Future Land Use Map of The
Comprehensive Plan of the National Capital: District Elements (Comprehensive Plan). In order
for new development to occur on the Site, new
land use designations must be determined so
that zoning can be established for future development. Zoning must not be inconsistent with the
provisions of the Comprehensive Plan.
to encourage high quality developments that

provide public benefits. Within the Walter Reed
Small Area Plan boundaries, a PUD should not
be utilized to increase height or density for any
site with frontage along Fern Street NW, Aspen
Drive NW, or 16th Street NW, and additional
height or density through a PUD on any other site
should be limited. The PUD development should
mitigate any potential impacts of the increased
height or density, and provide commensurate
public benefits to the neighborhood beyond what
is anticipated or required by the Small Area Plan,
the Land Disposition Agreement, or other applicable requirements associated with the Site.
The Council-approved Reuse Plan is the foundation for the following Comprehensive Plan land
use designation recommendations for the Site.
Specifically, these land use designation recommendations are consistent with the Reuse Plans
development densities as depicted in Exhibit
4-79: Proposed Development from the Walter
Reed Reuse Plan July 13, 2012 on page 58.
The SAP recommends land use designation
changes.
To facilitate these land uses, it is
anticipated that a Zoning Map amendment would
occur after the SAP is approved by Council. The
SAP assumes that the new zoning would permit
the proposed development, including any affordable housing, by-right (without requiring additional Zoning Commission review).
However, the ability to request a planned unit
development (PUD) should be limited. A PUD
is a discretionary, project-specific zoning case
which typically includes requests to increase
building height or density. Each PUD that is heard
and decided by the Zoning Commission, includes
public review and comment, and is intended
3 . 1 C O M P R E H E N S I V E P L A N L A N D U S E D E S I G N AT I O N S
59
The recommended land use designations for

the Site range from low to moderate to medium
densities for residential and commercial development, as well as open space designations.
Exhibit 4-80: Comprehensive Plan Land Use
Designation Recommendations on page 61
depicts the specific land use designations for the
Site. Definitions for each of the land use designations are as follows:
Low Density Residential (RLD): Defines
the Districts single family neighborhoods.
Single family detached and semi-detached
housing units with front, back, and side
yards are the predominant uses.
Moderate Density Residential (RMOD):
Defines the Districts row house neighborhoods as well as its low-rise apartment complexes. Also applies to areas characterized
by a mix of single family homes, 2-4 unit
buildings, row houses, and low-rise apartment buildings. In some older inner city
neighborhoods with this designation there
may also be existing multi-story apartments.
Medium Density Residential (RMED):
Defines neighborhoods or areas where midrise (4-7 stories) apartment buildings are the
predominant use. Pockets of low and moderate density homes may exist within these
areas. This designation also may apply to
taller residential buildings surrounded by
large areas of permanent open space.
Low Density Commercial (CLD): Defines
shopping and service areas that are generally low in scale and character. Retail, office
and service businesses are the predominant
uses. Areas range from small business districts that draw primarily from the surrounding neighborhoods to larger business district
uses that draw from a broader market area.
Their common feature is that they are comprised primarily of one-to three-story commercial buildings.
Moderate Density Commercial (CMOD):
Defines shopping and service areas that are
60
somewhat more intense in scale and character then the low-density commercial areas.
Retail, office, and service businesses are
the predominant uses. Areas range from
small business districts that draw primarily from the surrounding neighborhoods to
larger business district uses that draw from
a broader market area. Buildings are larger
and/or taller than those in low density commercial area but generally do not exceed
five stories in height.
Medium Density Commercial (CMED):
Defines shopping and service areas that are
somewhat more intense in scale and character than the moderate-density commercial
areas. Retail, office and service businesses
are the predominate uses. Areas generally
draw from a citywide market area. Buildings are generally larger and/or taller than
those in moderate density commercial areas
but generally do not exceed eight stories in
height.
resource conservation and habitat protection) and active open space (for recreation).
Federal (FED): Includes land and facilities
owned, occupied and used by the federal
government, excluding parks and open
space. Uses include military bases, federal
government buildings, the International
Chancery Center, federal hospitals, and
similar federal government activities. The
Federal category generally denotes ownership rather than use. Land with this designation is generally not subject to zoning.
ENDNOTES
1. District of Columbia Comprehensive Plan Future Land

Use Map.
Institutional (INST): Includes land and

facilities occupied and used by college and
universities, large private schools, hospitals,
religious organizations, and similar institutions.
Parks, Recreation, and Open Space
(PROS): Includes the federal and District
park systems, including the National Parks,
the circles and squares of the LEnfant city
and District neighborhoods, the National
Mall, settings for significant commemorative
works, certain federal buildings such as the
White House and the US Capitol grounds
and museums, and District-operated parks
and associated recreation centers. It also
includes permanent open space uses such
as cemeteries, open space associated with
utilities such as the Dalecarlia and McMillan
Reservoirs, and open space along highways
such as Suitland Parkway. This category
includes a mix of passive open space (for
COMPREHENSIVE PLAN LAND USE

DESIGNATION RECOMMENDATIONS
12 T H S T N W
GERANIUM ST NW
13 T H S T N W
16 T H S T N W
9T H S T N W
HO L L Y S T N W
RAL
FLO
LEGEND
NW
E
PL N
FERN PL NW
CLD, RMOD
FERN ST NW
CMED, RMED
RMOD
13 T H P L NW
AL
AS
KA
AV
L NW
P
15TH
14 T H S T N W
F LO R A L S T N W
RMOD
CLD,
RMOD
RMOD
ELDER
E L DST
E RNW
ST N W
CMOD, RMED
E L DE R S T NW
CMOD, RMOD
CMED,
RMED
CMED, RMED
CMOD, PROS,
RMED
CMOD,, RMOD, INST

PROS, RME D
DDAHLIA
A H L I A SST
T NW
NW
DA HL I A S T N W
NW
15 T H S T N W
DA HL I A S T N W
CMOD, PROS, RMED
FED
12TH
CMOD, RMOD, INST
CMOD,
RMED
INST
CMOD,
RMOD,
INST
PROS
RMED
CMOD,
PROS,
RMED
DR
NW
PROS
MA
IN
CMOD,
RMED
13 T H P L NW
13 T H S T N W
ZO
AV
NW
WH I T T I E R P L NW
W H I T T I E R P L NW
LU
W H I T T I E R P L NW
14 T H S T N W
DR NW
14 T H P L NW
ASPEN ST NW
SHERRILL
RLD
9T H S T N W
CMOD,
RMOD
RMED
GEORGIA A
VE NW
RMED
E. CA
MER
ON
INST
DR
CMOD,
RMOD
PROS, RMED
RMOD
B U T T E R N UT S T N W
WHITTIER ST NW
VENABLE PL NW
Exhibit 4-81: Comprehensive Plan Land Use Designation Recommendations. Source: Office of Planning.
61
3.2 Site-Wide Urban

Design Principles
The following site-wide urban design principles
help set forth an overall design strategy for future
development. The following general guidelines
are as follows:
1. MAINTAIN THE EXISTING SITE

CHARACTER
2. RETAIN BUILDING 1 AS THE CORE
3. ENHANCE THE OPEN SPACE
4. PRESERVE HISTORIC ELEMENTS
5. EXTEND THE STREET NETWORK
6. CREATE VIBRANT, MULTI-MODAL
CIRCULATION CORRIDORS
7. INTEGRATE SUSTAINABLE STRATEGIES
The principles set forth in this chapter will guide
the evaluation of new development.
1. MAINTAIN THE EXISTING SITE

CHARACTER
Analysis of the Site suggested that it could be
naturally divided into character areas based upon
the historic building types and uses whose location had been determined largely by topography.
The powerful presence of the original hospital
in Building 1 is physically and theoretically the
center of the Site. Due to its growth over time
and the extraordinary topography surrounding it,
Building 1 establishes a specific campus environment that sets a framework in which the campus
can be conceptually divided into successive
east-west bands, each with its own character.
Understanding these character areas is useful in
62
establishing a framework for the continued evolution of the campus.

The following characteristics establish the framework for new design guidelines for infill and new
development:
The first band, the area behind (north of) Building
1, offers the greatest opportunity for redevelopment, as it contains the fewest historic buildings,
a large amount of open space that is not considered to be historic, and Building 2, which is
proposed for demolition in the Reuse Plan. New
development should be compatible to the existing low to moderate-density residential neighborhood across Fern Street. Open space lines the
perimeter of the Site which is characteristic of a
typical District of Columbia residential block.
The fifth and final band, along the southern

border, is characterized by the non-orthogonal
disposition of historic and industrial buildings,
including the utility plant (Building 15), displaced
due to topography and the desire to mitigate the
impact of their mass on the adjacent neighborhood.
The second band, now dominated by the massive

hospital Building 2, is now characterized by
having new buildings and an adjacent subsurface
parking garage that reinforces the larger scale
urban blocks that are typical in more developed
areas of the District. Buildings are oriented to the
street edges and rarely as objects in the field.
The third band includes the original hospital
Building 1 that incorporates Georgian-Revival
architecture,
typically found on many U.S.
college campuses. Building 1 sets up the major
formal relationships throughout the property and
particularly within this band. Most of the buildings
are historic and, though formally related, are separated by green space that further emphasizes a
campus-like feel.
The fourth band includes the Great Lawn and
Rose Garden, renamed Cameron Glen, to
honor Cameron Creek, which was buried upon
construction of the Walter Reed campus. Lyrical
and park-like, this area connects Georgia Avenue
to Rock Creek Park. A major feature of this band
is the meandering Main Drive.
3.2 SITE-WIDE URBAN DESIGN PRINCIPLES
FERN ST. N.W.
12TH ST. N.W.
14TH ST. N.W.
13TH ST. N.W.
1. MAINTAIN THE EXISTING

SITE CHARACTER
NEIGHBORHOOD SCALE
RESIDENTIAL SCALE
N.
W
.
ELDER ST. N.W.
AL
AS
KA
AV
E
CITY/URBAN BLOCK
MAXIMUM DENSITY
DAHLIA ST. N.W.
.N
DR
GEORGIA AV
N
AI
.W.
PA S T O R A L
LY R I C A L
OPEN
PA R K L A N D
ME
R ON
ER O N
C
W.
DR
.N
16TH ST. N.W.
E. N.W.
AXIAL; FORMAL
AMERICAN INSTITUTIONAL
NW
E. CAM
DR.
100
200
300
ASPEN ST.
13TH PL. N.W.
13TH ST. N.W.
.N
.W
.
AV
E
ON
LU
Z
14TH PL. N.W.
14TH ST. N.W.
ASPEN ST. N.W.
PERIMETER SCALE
I N T E N S E T O P O G R A P H I C A L VA R I E T Y
PERMEABLE
400
SCALE: 1 = 100
Exhibit 4-82: Main The Existing Site Character Source: Perkins+Will
63
FERN ST. N.W.
The original hospital Building 1 is the heart of the

Site and the place where the legacy of Walter
Reed as the center for sustainability and innovation will remain.
12TH ST. N.W.
14TH ST. N.W.
13TH ST. N.W.
2. RETAIN BUILDING 1 AS THE

CORE
Retaining Building 1 as the Core supports

demolishing the adjacent former hospital Building 2 and extending 13th Street to terminate at
the historic north faade of Building 1. This view,
hidden for over three decades, will reestablish
Building 1 as the physical and theoretical core
of the Site and would re-define 13th Street as a
viable north-south connector street to the neighborhood. Open spaces located along the northsouth axis of Building 1 reinforce its prominence
as the main historic building on the Site, where
the Reuse Plan recommends an institutional, corporate, academic, or medical anchor tenant.
AL
AS
KA
AV
E
N.
W
.
ELDER ST. N.W.
DAHLIA ST. N.W.
.N
DR
GEORGIA AV
N
AI
.W.
ME
R ON
ER O N
C
W.
DR
.N
16TH ST. N.W.
E. N.W.
NW
E. CAM
DR.
100
200
300
ASPEN ST.
13TH PL. N.W.
13TH ST. N.W.
.N
.W
.
AV
E
ON
LU
Z
14TH PL. N.W.
14TH ST. N.W.
ASPEN ST. N.W.
400
Exhibit 4-83: Retain Building 1 as The Core. Source: Perkins+Will.
64
One of the ways in which the Site is integrated

with the community is via a network of open
spaces running between Georgia Avenue and
16th Street, attracting people and activity into and
throughout the Site.
12TH ST. N.W.
14TH ST. N.W.
13TH ST. N.W.
3. ENHANCE THE OPEN SPACE
FERN ST. N.W.
Preservation of the Sites historic green open

spaces and healthy, mature tree canopies are
important to integrate the Site within the existing
neighborhood character. By integrating naturalized stormwater management systems, urban
agriculture and recreation, the future re-development of the Site will support a rare opportunity
for the District to showcase innovative models for
environmentally sustainable development.
AL
AS
KA
AV
E
N.
W
.
ELDER ST. N.W.
.N
DR
GEORGIA AV
N
AI
.W.
100
200
300
400
ASPEN ST.
FERN ST. N.W.
12TH ST. N.W.
ASPEN ST. N.W.

13TH ST. N.W.
13TH ST. N.W.
.N
.W
.
AV
E
ON
LU
Z
14TH PL. N.W.
14TH ST. N.W.

0
14TH ST. N.W.
NW
E. CAM
DR.
13TH PL. N.W.
ME
R ON
ER O N
C
W.
DR
.N
16TH ST. N.W.
E. N.W.
DAHLIA ST. N.W.
Open Space to be enhanced

Trees
ELDER ST. N.W.
KA
AV
E
N.
W
.
Exhibit 4-84: Enhance the Open Space. Source: Perkins+Will.

AL
AS

DAHLIA ST. N.W.
65
4. PRESERVE HISTORIC ELEMENTS
FERN ST. N.W.
In accordance with Section 106 of the National

Historic Preservation Act of 1966, as part of the
planning process for the Site, the U.S. Army
has entered into the consultation process to
determine what effect, if any, the transfer of the
former WRAMC from Federal control may have
on the many historic buildings on the campus. A
nomination will be prepared by the U.S. Army for
inclusion of the campus on the National Register
of Historic Places. The period of historic significance proposed by the U.S. Army for the campus
is 1909-1956. The buildings and landscape
highlighted in Exhibit 4-84: Preserve Historic
Elements, have been deemed by the Army to be
eligible for inclusion in the National Register of
Historic Places.
12TH ST. N.W.
14TH ST. N.W.
13TH ST. N.W.
The SAP celebrates Walter Reeds legacy by

reusing historic buildings and integrating cultural
exhibits within the landscape.
AL
AS
KA
AV
E
N.
W
.
ELDER ST. N.W.
DAHLIA ST. N.W.
.W.
W
DR
.N
82
ER O N
13TH ST. N.W.
14TH ST. N.W.
C
W.
15
FERN ST. N.W.
NW
E. CAM
DR.
17
Landscape
ASPEN ST.
13TH PL. N.W.
13TH ST. N.W.
AV
E.
N.
W
.
N
ZO
LU
14TH PL. N.W.
N.
W
.
14TH ST. N.W.
AV
E
KA
18
90
ELDER ST. N.W.
AS
16
ASPEN ST. N.W.
AL
Buildings
12
14
11
E. N.W.
14
ME
R ON
GEORGIA AV
.N
DR
12TH ST. N.W.
N
AI
16TH ST. N.W.
DAHLIA ST. N.W.

100
200
300
400
W A L T E R R E E D A R M Y M E D I C A L C E N T E DRR. N.W.
IN
A
013
N.W.
66
. N.W.
Exhibit 4-85: Preserve Historic Elements. Source: Perkins+Will.
GEORGIA AVE
FERN ST. N.W.
For over 100 years, the former WRAMC Site has

been fenced in and isolated from the Brightwood,
Shepherd Park and Takoma neighborhoods. By
providing key opportunities to re-integrate existing streets and create new, multi-modal, northsouth and east-west connections, the Site can be
re-integrated back into the city fabric.
12TH ST. N.W.
14TH ST. N.W.
13TH ST. N.W.
5. EXTEND THE STREET NETWORK
AL
AS
KA
AV
E
N.
W
.
ELDER ST. N.W.
16TH ST. N.W.
N
AI
.N
DR
GEORGIA AV
E. N.W.
DAHLIA ST. N.W.
.W.
W
DR
.N
FERN ST. N.W.
NW
ELDER ST. N.W.
ASPEN ST.
13TH PL. N.W.
13TH ST. N.W.
W
.
N.
AV
E.
ZO
N
LU
14TH PL. N.W.
14TH ST. N.W.
AS
K
AV
E
N.
W
.
ASPEN ST. N.W.
AL
Potential Street
E. CAM
DR.
Extended Street
12TH ST. N.W.
ME
R ON
ER O N
13TH ST. N.W.
C
W.
14TH ST. N.W.
Existing Street
DAHLIA ST. N.W.

100
200
300
400
N.W.
Exhibit 4-86: Extend the Street Network. Source: Perkins+Will.
.
. N.W
DR
.W.
S M A L L A R E A P L A N - C O U N C I L A P P R O V E D A P R I L 3 0 ,AIN2 0 1 3
GEORGIA AV
E.
67

CORRIDORS
The SAP envisions creating a new sense of place
through the experience at the human level. A
walk down 13th Street or a drive down Main Drive
should not only improve connectivity but should
also reinforce the identity of the Site as a new,
vibrant neighborhood. The following illustrations
and narratives capture the vision for each street
below:
Elder Street is the point of transition from major

commercial activity fronting along Georgia to the
lower-density residential uses to the west along
Elder Street, shown by a color gradient from
orange to blue, the change in character from
more to less retail activity at grade (see Exhibit
4-86: Create Vibrant and Multi-modal Circulation
Corridors on page 69). Retail storefronts are
intended to gradually change to residential entry
ways with, windows, balconies or porches as the
street grade elevates from east to west. As the
character along Elder becomes more residential,
small neighborhood serving retail if feasible at the
time of development would be a great amenity
for residents. Elder Street would potentially terminate into a quiet residential court west of 13th
Street, with a combination of open space, townhomes and multi-family homes.
Aspen Street will host a variety of uses from
institutional to arts and creative uses, to residential and commercial. Unique opportunities for
open space to intertwine between new and historic buildings will create a residential character
much like it is today. Pedestrian connections with
landscaped sidewalks promote a safer and more
connected feeling to Georgia and 16th Street.
pulse of the Site. Historic and new development,

varying in height and framing the right-of-way,
signals to Georgia Avenue that this is a major
town center gateway point, with a pedestrianscaled vibe.
13th Street, extended from Fern and terminating to the architecturally interesting, rear faade
of Building 1, is intended to have a right-of-way
wide enough to accommodate recreational open
space along the center, with new mixed use
buildings framing the pastoral open space, green
area.
12th Streets new institutional setting is characterized by a new, curvilinear right-of-way and
is set to traverse through a historic context of
formal, institutional buildings in an open setting
with significant greenery.
Center of the block. These unique connector alleys and special places occur where the
Walter Reed Site meets the DOS Site. The character of these areas where court or back yards
or alley ways would occur should seamlessly be
integrated with adjacent development, establish
pedestrian and/or bike connections as feasible,
and be reclaimed as safe and pedestrian-oriented
new, usable, public spaces. These connectors
would provide service access to buildings, but at
the same time should be designed as safe and
accessible routes for pedestrians and bikes as
feasible.
Historic Main Drive should retain its historic
character, with its undulating alignment and views

to historical facades, ceremonial front yards and
open space along the way. As a major east-west
connection from Georgia and 16th Street, any
improvements to Main Drive should encourage
multi-modal connectivity and, celebrate its historic relevance.
E. Cameron Drive provides minor access from
Main Drive to 13th and Aspen Streets. With an

intimate, narrow right-of-way traversing major
open space, the setting would celebrate this
areas park-like, open character, yet contribute to
the active green areas between new and historic
development.
Dahlia Streets, central location to the Site and
its potential to truly function as a Main Street

corridor with a mix of uses establishes it as the
68
FERN ST.
N.W.
FERN
STREET
FERN ST.
N.W.
FERN
STREET
12TH ST. N.W.
12TH ST. N.W.
13TH ST. N.W.
13TH ST. N.W.
14TH ST. N.W.
14TH ST. N.W.

CORRIDORS
URBAN
CORRIDORS
Residential
Retail, Residential, Commerical Mix
Community Park or Campus Setting
W
.
ELDER ST.
N.W.
ELDER
STREET
Major Retail Activity

Institutional Setting
AV A
E LA
N. SK
W
. A
AV
E
N.
ELDER ST.
N.W.
ELDER
STREET
ER O N D
DRR.
C
A. E
E. CNM
AWMERRON
ON DDR
R. .
NW
M
AI
N
A
ME
R ON
NW
DR.
C
W.
ERO
E. CM
AM
N
UE
UE
E.
ME
R ON
Center of the Block
GEORGIA AV
GEE.
OR
GIA
N.W
. AVEN
M
AI
N
.
. N.W
16TH ST. N.W.
DR
N
VE
AI
DR
C
W.
16TH ST. N.W.
.
. N.W
GEORGIA AV
GEE.
OR
GIA
N.W
. AVEN
12
T
S TREET
12
T
DAHLIA
DAHLIASTREET
ST. N.W.
DR
N
VE
AI
DR
E. Cameron Drive
AL
DAHLIA
DAHLIASTREET
ST. N.W.
S TREET
AS
KA
Park-like, Open, Historic Main Drive
DR.
CA
NW
ASPEN STREET
ASPEN ST. N.W.
ASPEN ST.
13TH PL. N.W.
N.
L
. N UZO
.W N
.
AV
E.
AV
E
13TH ST. N.W.
W
.
14TH PL. N.W.
14TH ST. N.W.
ASPEN ST. N.W.

13TH PL. N.W.
400
13TH ST. N.W.
300
ZO
200
LU
100
ASPEN STREET
14TH PL. N.W.
14TH ST. N.W.
E.
ASPEN ST.
0
1004-87:
200 Create
300 400 Vibrant and Multi-modal Circulation Corridors. Source: Perkins+Will.
Exhibit
69
7. INTEGRATE SUSTAINABLE
STRATEGIES
The redevelopment of the Walter Reed Site, following its history of healing, presents an opportunity to reimagine a large-scale campus-like
development as an environmentally, economically and socially sustainable new urban center.
The District is committed to supporting the creation of a highly sustainable new community.
The SAP supports a regenerative project through
a three-pronged strategy: 1) preservation and
adaptive re-use; 2) community integration; and 3)
environmental regeneration. Significant potential
exists for: establishing a shared, bio-mass co- or
tri-generation utility plant; generating stormwater
management at a level that could generate retention credits; exploring Photovoltaic (PV) farming;
strategically targeting urban agriculture; and the
re-exploring of the passive cooling systems originally developed for the former WRAMC over 100
years ago.
Sustainability Goals
The SAP incorporates the following specific goals
included in the Reuse Plan:
Net-zero energy by 2030; net-positive
energy by 2040
Existing buildings: ASHRAE 90.1+30%;
New buildings ASHRAE 90.1+34%
+100% renewable energy
100% grey water reuse by 2020
50% landfill waste reduction by 2020
100% zero waste commitment by 2030
Food and yard waste composted on-site or
within approximately 30 miles
100% recyclable material
+100% cool roof/green roof commitment
70
Reintegrate with the Community
Implement multi-modal modes of

transportation
Sustainable Energy Systems

The sustainable strategies for the development
of the Walter Reed Site include a goal of net zero
site energy by the year 2030 and carbon positive
by the year 2050. As these terms are sometimes
misunderstood, an explanation of all the terms
and goals are included in the Reuse Plan.
All of the energy systems will be connected to a
central energy management system for monitoring and control. The energy management system
will allow the performance of the various energy
systems to be tracked to assure that energy goals
are being achieved, to identify malfunctioning
elements, to adjust system operation to optimize
performance, and to bill the users appropriately.
Preserve and Adapt Innovatively

Preservation and reuse of the Sites historically
significant structures and landscapes provides a
foundation for the sustainability vision. Reusing
existing buildings is inherently more sustainable
as it saves the waste and energy associated with
demolition and new construction. Reuse will be
coupled with innovative strategies for additions
and renovations. The narrow floor plates of many
of the historic buildings are well suited to natural
ventilation and daylighting strategies. Mechanical and electrical systems and equipment can be
upgraded to high efficiency systems. The campus-like environment and large scale of the Plan
allows centralized and shared utility systems not
possible with smaller developments. The significant open space and natural topography of the
Site can be utilized to manage stormwater runoff.
This balanced approach honors the Sites history
while aspiring to the highest standards of a sustainable future.
For the last hundred years the Walter Reed Site

has been fenced off from the neighborhood. With
its return to the District, an unparalleled opportunity exists to further high performance initiatives
by integrating the Site with its surroundings in a
way that promotes sustainability in the surrounding neighborhood.
The Walter Reed Site can serve as an example
for the community and a way to educate a larger
audience about sustainable practices.
Regenerate the Environment

Just as research at the Site once advanced
the healing of the wounded, the Site itself can
advance the capacity to heal the natural environment by testing regenerative solutions. Regenerative design represents the leading edge of
sustainability and its highest aspirations the
creation of buildings and places that can have
a net positive affect on the ecosystems of which
they are a part. Whether the Walter Reed Site
becomes regenerative in parts or as a whole, it
is the standard to which this Site should aspire.
The sustainability standards adopted in the
development could include the best practices of
today but also look forward to set the standards
of tomorrow. As the rebirth of the Site unfolds
over the next several decades, the opportunity
exists to set a high standard of sustainability for
the District of Columbia and a model for the rest
of the country to follow.
Sustainable Opportunities
For the last hundred years, the Site was internationally renowned as a center of innovation for
medical research. There is an opportunity to build
on this reputation and refocus the Site towards
innovation in sustainable development. Furthermore, the transformation into a sustainable site
echoes the same changes happening in healthcare from acute episodic care to chronic and long
term care.
Existing Building Space

The Walter Reed Site has 4.1 million square feet
of existing building stock with a variety of uses,
of which a third has some historic value and will
require innovative adaptive reuse strategies. As
for non-historic buildings at the end of their useful
life, they present an opportunity for materials
reuse and recycling through careful deconstruction.
Open Space
The Site has large expanses of open space
and can provide a significant public amenity to
the community. Native vegetation also provides
opportunities for natural stormwater management without an increased irrigation burden.
Topography
The Site topography is largely unchanged and
approximately 50% pervious. Water naturally
drains towards the southern portion of the Site
where Cameron Creek was once above ground.
The slopes and drainage patterns of the Site can
be harnessed to filter stormwater.
can be brought onto the Site to reduce occupants

reliance on private vehicles and create a truly
multi-modal community.
Separate Storm and Sewer System

The Site has separated sanitary and stormwater systems which greatly facilitates progressive
stormwater management practices. Although,
the Site still feeds into the citys combined sewer
system, opportunities exist to exceed the Districts requirements.
Power Generation
The opportunity exists to leverage the existing
campus power generation and distribution system
to implement a central energy plant that could
use a cogeneration or tri-generation system.
Additional potential for on-site energy generation
exists through the use of photovoltaics and solar
hot water systems.
Figure 4-88: Urban Agriculture (example). Common

sets/72157626780055856/detail/.
Cooling and Heating

The cooling and heating requirements for the
entire site are centrally provided from buildings
in the north and south respectively. Systems are
still in place to continue and perhaps to expand
on this shared generation.
Teaching Sustainability
Figure 4-89: Rain Garden in Lansing, MI.

Provided by Wiles Mensch Corporation - DC.
As the current users leave and new uses arrive,

a new audience will naturally come to appreciate
the Site. This presents an opportunity to continually educate users about sustainable practices
within a living laboratory and at work within an
everyday setting.
Transportation
The Takoma Metrorail station is located near the
Site. Numerous bus lines service the Site and a
potential streetcar development may serve the
Site in the future. Existing transportation sharing
programs such as Zipcar and Capital Bikeshare
Figure 4-90: Potential Stormwater/Water Feature (example).
Tanners Springs Park, Portland, OR. Source: http://fabulousportland.
com/2010/02/19/sunshine-makes-me-happy/
71
7. INTEGRATE SUSTAINABLE
STRATEGIES
The exhibit below illustrates sustainability strategiessuch as, rain gardens, photovoltaics, green
roofs and skylightsthat could be applied at the
northern area of the Site as shown and throughout the rest of Site as well. This area of the Site
has substantial space below grade available for
reuse due to the projected demolition of hospital Building 2. Central utilities could be located
underground with open space amenities above.
RESIDENTIAL
OFFICE
EXISTING P1
EXISTING P2
DESTINATION R
ETAIL
RETAIL
PARKING
CISTERNS
Throughout the site

Water collected at or below grade,
typical to each building on site
PHOTOVOLTAICS
GREEN ROOFS

High Albedo Roofing (where green roof N/A)
SKYLIGHTS
For maximum daylighting
REUSE EXISTING
PARKING GARAGE
Below Grade
WATER TREATMENT & STORAGE
Capture, treat and reuse greywater to reduce potable water demand

Blackwater treatment by 2030
REUSE FORMER
HOSPITAL BASEMENT
POWER &
COGENERATION
PLANT
RAIN GARDENS
DEDICATED
BICYCLE LANES
WIDE ROWS
CAR SHARING
PROGRAMS
TOD
NATIVE PLANTS
Throughout the site

Capture stormwater run-off
Wide Rights of Way to allow
sunlight into the buildings
Transit-Oriented Development
with Streetcar
PARKING
Throughout the site
GREEN ROOF + LID SWM
Above Power Plant

(LID) Low Impact Development
(SWM) Stormwater Management
Exhibit 4-91: Sustainable Framework. Source: Perkins+Will.
72
THIS PAGE IS INTENTIONALLY LEFT BLANK
73
12TH ST. N.W.
FERN ST. N.W.
AL
AS
KA
AV
E
N.
W
.
ELDER ST. N.W.
.N
DR
GEORGIA AV
N
AI
.W.
DR
.N
16TH ST. N.W.
E. N.W.
DAHLIA ST. N.W.
ME
R ON
ER O N
C
W.
E. CAM
DR.
NW
Additionally, within each sub-section, the Plan

targets the following categories where further
urban design guidance for future development is
needed:
Vision and Character
Public Realm,
Place Making
Infrastructure
14TH ST. N.W.
As explained in the preceding Site-Wide Urban

Design Principles section, one of the overall
design strategies is to maintain the existing site
character. An analysis of the existing site character yielded five different typologies that occur
as five east-west bands on the Site (see Exhibit
4-91: Existing site character bands as seen on
the Maintain The Existing Site Character Planning Principle). Since each typology would be
experienced in a different way, the organization
of the Plan divides the Site further into five distinct sub-areas. Exhibit 4-92: Sub-Areas on
page 75, lists the sub-areas and locates them
on the Site Plan. The Georgia Avenue Frontage
was added as an additional sub-area, as it merits
an additional discussion to address a prominent
area of the Plan shared across all the sub-areas.
13TH ST. N.W.
3.3 Sub-Area Urban

Design Principles
100
200
300
ASPEN ST.
13TH PL. N.W.
13TH ST. N.W.
.N
.W
.
AV
E
ON
LU
Z
14TH PL. N.W.
14TH ST. N.W.
ASPEN ST. N.W.
400
SCALE: 1 = 100
Exhibit 4-92: Existing site character bands as seen on the Maintain The Existing Site Character Planning Principle. Source:
Perkins+Will
74
3.3 SUB-AREA URBAN DESIGN PRINCIPLES
SUB-AREAS PLAN
F
F
ELDER ST. N.W. FERN ST. N.W.
N.
W
.
KA
AV
E
AS
G
F
ELDER ST. N.W.

I
N.
W
.
JH
O E
B
D
N.W.
KA
AV
E
12
AS
14
AL
DAHLIA ST. N.W.

N
15
GEORGIA AV
E.
B
B
12TH ST. N.W.
AL
12TH ST. N.W.
FERNST.
ST.N.W.
N.W.
FERN
13TH ST. N.W.
14TH ST. N.W.
14TH ST. N.W.
13TH ST. N.W.
SUB-AREA CATEGORIES
DAHLIA ST. N.W.
14 N
N
AI
DR
14
W
NNW
11
14 S
C
W.
14 S
AM
MEE
RO
N DR
.
Y
C
C
W..
W
11
ER
ON
DR .
17
NW
10 616
15
90
100
200
300
4.
Great Lawn ~ Cameron Glen
5.
Aspen Street
ASPEN ST. ASPEN ST.
13TH PL. N.W.
13TH PL. N.W.
13TH ST. N.W.
13TH ST. N.W.
.W
.
AV
E.
N
ON
LU
Z
14TH PL. N.W.
.W
.
AV
E.
N
14TH ST. N.W.
ON
LU
Z
14TH PL. N.W.
14TH ST. N.W.
ASPEN ST. N.W.ASPEN ST. N.W.
Institutional Core
18
T
82
3.
12
16
4
EE..CCAAM
MEERR
OONNDD
RR. .
NNWW
DR
.
13
I
MA
N.
W.
16TH ST. N.W.
14 N
17
W.
. N.
N DR
.N
W
AA
Town Center
E. N.W.
E. CA
MERO
RR
DD
ININ
2.
GEORGIA AV
W..W.
. N. .N
Fern Street
Georgia Avenue Frontage
E. N.W.
GEORGIA AV
1.
400
Exhibit 4-93: Sub-Areas. Source: Perkins+Will.
75
1. FERN STREET
FERN ST. N.W.
A combination of existing single-family and

duplex homes reflects the low-scale, residential, character of the surrounding neighborhood.
With new townhomes proposed along 12th, 13th,
Elder and Fern Streets, the vision and character
of this sub-area pays homage to the existing lowdensity residential uses fronting on Fern Street
and provides a natural progression to higherdensity uses proposed in the Town Center. A
mixed-use building with ground floor retail at the
intersection of Georgia Avenue and Fern Street
reinforces commercial activity targeted along
Georgia Avenue and may attract neighborhoodserving types of uses for residents.
12TH ST. N.W.
14TH ST. N.W.
The Fern Street sub-area is located in the northernmost portion of the Site, between Fern and
Elder Streets. The WRAMC Reuse Plan recommends extending Elder Street west of Georgia
Avenue, forming three small scale blocks, similar
in size to the neighboring residential blocks to the
north.
13TH ST. N.W.
B
B
G
F
N.
W
.
AV
E
KA
12
AL
AS
14
GEORGIA AV
E.
N.W.
ELDER ST. N.W.

H
15
DAHLIA ST. N.W.
DR
17
W.
. N.
16TH ST. N.W.
14 N
13
14
11
C
W.
Y
11
ER
ON
DR .
14 S
NW
17
16
200
18
15
82
10 616
90
ASPEN ST.
13TH PL. N.W.
13TH ST. N.W.
.W
.
AV
E.
N
ON
LU
Z
14TH PL. N.W.
14TH ST. N.W.

100
12
ASPEN ST. N.W.
N DR
.N
W
N
AI
E. CA
MERO
E. N.W.
GEORGIA AV
300
Exhibit 4-94: Sub-Area Key Plan - Fern Street. Source: Perkins+Will.
76
NEIGHBORHOOD CONTEXT
Figure 4-95: View looking north along Fern
St. at a three-story residence just east of 13th

St. Source: Perkins+Will.
Figure 4-96: View looking north along Fern St. at three-story residences in between
13th St. and 12th. St. Source: Perkins+Will.
Figure 4-98: View looking north along Fern St. at duplex homes just west of Georgia Ave.
Figure 4-97: View looking north along Fern
St. at a two-story residence in between 13th

St. and 12th. St. Source: Perkins+Will.
Figure 4-99: View looking north along Fern St. at duplex homes just west of Georgia Ave.
77
Height and massing

Pursuant to the Reuse Plan, proposed building
heights should range from 3 to 4-stories, with a
Garage and Basement beneath. For example,
the homes along Fern Street could be 3-stories
reflecting similar heights of the existing homes
across the street, while increasing the building
height to 4-stories along Elder Street where the
78
12TH ST. N.W.
14TH ST. N.W.
13TH ST. N.W.
G
F
N.W.
14
15
DAHLIA ST. N.W.
14 N
13
14
11
M
Y
11
ER
ON
DR .
14 S
17
NW
16
100
200
18
15
82
10 616
90
ASPEN ST.
13TH PL. N.W.
13TH ST. N.W.
.W
.
.N
AV
E
N
ZO
12
ASPEN ST. N.W.
N DR
.N
W
N
AI
17
.
N.W
E. CA
MERO
.
DR
N.W.
GEORGIA AVE.
14TH PL. N.W.
Rights-of-Way: Provide minimum rightof-way (ROW) widths of 90 feet, compliant

with DDOTs standards and to enhance this
sub-areas opportunity for multi-modal connections. Other priorities should include
sufficient room for front yard setbacks, curbside stormwater management, on-street
parking, and bike lanes as feasible.
LU
The following are basic guidelines mainly for the

public realm, defined as the area between the
building facades comprising the road, sidewalk, site furnishings, trees and open spaces that
combine to form the streets character:
12
GEORGIA AVE.
N.W
.
Public Realm
Alleyways proposed throughout the sub-area help

further establish a center of the block feeling
throughout rather than the having the backs of
buildings facing sidewalks, and thus should be
designed to provide a pleasant, safe environment
for pedestrians to walk through and for residents
to look at. The area between the extended 12th
and 13th streets would have mostly residential
frontages facing each other, possibly with neighborhood serving retail on occasion on the south
side of Elder Street.
B
B
D
C
W.
All proposed new buildings and major entrances

should be oriented towards the street or near
corners wherever possible. Proposed townhomes
in this sub-area should be designed to front
along 12th, 13th, Fern and Elder Streets, thereby
encouraging visual interest for pedestrians and
further establishing the residential nature of the
area. To help strengthen the Georgia Avenue and
Fern Street intersection, the proposed mixed use
building here would have access at grade and
increase maximum allowable height at the corner.
ELDER ST. N.W.
14TH ST. N.W.
Building Orientation
FERN ST. N.W.
AV
E
Elder Street terminates at the boundary of the

DOS Site to the west and creates a unique, yet
intimate open space. The character of this area
should mirror a quiet residential setting, making
it an ideal location for a small scale community
garden and a family recreation area.
AL
AS
KA
Amenities
grade is lower. The low-rise mixed-use building facing Georgia Avenue in this area should
fit within the varying building height context that
currently prevails on Georgia Avenue. Building
height and massing should be engaging to the
pedestrian experience.
16TH ST. N.W.
Place Making
300
Exhibit 4-100: Sub-Area Key Plan 1. Source: Perkins+Will.
Pedestrian Zone: Explore minimum 20 feet

pedestrian zones distance from building face
to curb for landscaped front yards, pedestrian circulation and curbside rain gardens
and trees. Refer to DDOTs standards for
the planning and design of sidewalks and
streets, such as tree planting guidelines and
selection of site furnishings and materials.
Green Elements: Integrate rain gardens
in sidewalks for storm water management
where feasible. Encourage the use of permeable materials to manage stormwater
runoff.
Curb Cuts: Minimize curb cuts throughout
the blocks.
Mixed Use
12TH ST. N.W.
13TH ST. N.W.
Townhomes
Existing
Single Family Homes
A
FERN ST. N.W.
Existing
Duplex Homes
G
F
Urban Agriculture/
Community Garden
90
ROW B
B
E
Service Road
95
ROW
90 ROW
EL.+292
12
EL.+310
EL.+299
C
F
No Outlet Street
EL.+303
EL.+302
14
GEORGIA AV
FERN ST. N.W.
EL.+320
E. N.W.
ELDER ST. N.W.
Exhibit 4-103: Site Section Key Plan - Fern Street. Source:

15
Perkins+Will.
90 ROW
EL.+293
12
14
Exhibit 4-101: Sub-Area Plan - Fern Street. Source: Perkins+Will.
15
160
Residential Street
Residential Street
FERN ST.
50
20
20
20
50
Building
Yard
Alley
Yard
Building
Level 3
Existing
Level 2
EL.+320
Level 1
ELDER ST.
Level 4
5 Residential
Level 3
4 Residential
Level 2
3 Residential
Level 1
2 Residential
Garage & Basement

Garage & Basement
SITE SECTION A
0
20
40
60
EL.+310
Retail Mezzanine Beyond
EL.+292
Existing P-1 & Retail
EL.+277
Existing P-2 Beyond
EL.+267
10
1 Residential
Central Utility Plant
LRA Property Line
Exhibit 4-102: Fern Street Sub-Area Site Section. Source: Perkins+Will.
79
Pedestrians Bikes: Pedestrians and bicyclists are intended to move around primarily
on the street grid. The streets in this subarea should have designated bicycle lanes
as well as sidewalks on both sides of the
street.
Parking: Pursuant to the Transportation

Impact Study (TIS), one parking space per
home is recommended for the townhomes.
A dedicated, below grade parking garage,
including an anticipated ratio of 0.5 spaces
per unit should be included for the multifamily housing fronting Georgia Avenue.
On-street parking would be permitted on all
streets in this sub-area. See the Transportation Impact Study for more information.
Loading and Service: Service alleyways

through the center of each block with access
from Elder Street will provide easy access to
proposed uses and are located away from
main entrances.
12TH ST. N.W.
13TH ST. N.W.
A. 12TH STREET, 13TH STREET AND ELDER STREET SECTION
FERN ST. N.W.

B
B
C
F
G
F
Exhibit 4-105: Street Section Key Plan - Fern Street.

L
I
K
18
6-8
Sidewalk
1 Gutter
90-100
Right-of-Way
14
15
Planted
Area/
Front
Yard
SWM
Planter
44
Roadway
Curb Walk
1 Gutter
10
Parallel
Parking
Curb Walk
10
Bike
Lane
SWM
Planter
Travel Lane
Sidewalk
~ 25
Building Face to Curb
Travel Lane
18
Bike
Lane
Parallel
Parking
6-8
12
GEORGIA AV
E. N.W.
ELDER ST. N.W.
+/- 16.5
Pedestrian Zone
~ 25
Exhibit 4-104: Fern Street Site Section. Source: Perkins+Will.
80
Street
Service and/or Parking
Potential Streetcar
12TH ST. N.W.
13TH ST. N.W.
VEHICULAR MOBILITY
14
12
Exhibit 4-107: Vehicular Mobility - Fern Street. Source: Perkins+Will.
GEORGIA AV
E. N.W.
ELDER ST. N.W.
15
PEDESTRIAN AND BICYCLE MOBILITY
FERN ST. N.W.
Existing Signed Bicycle Route
12TH ST. N.W.
13TH ST. N.W.
Bicycle Legend
Existing On-Street Bicycle Lane

Pedestrian
Proposed On-Street Bicycle Lane
Bicycle
Proposed Shared Use Street
Proposed Shared Use Trail
12
Exhibit 4-106: Pedestrian and Bicycle Mobility - Fern Street. Source: Perkins+Will.
14
GEORGIA AV
E.
N.W.
ELDER ST. N.W.
15
81
2. TOWN CENTER
12TH ST. N.W.
B
B
G
F
N.
W
.
AV
E
KA
12
AL
AS
14
GEORGIA AV
E.
N.W.
ELDER ST. N.W.

H
15
DAHLIA ST. N.W.
DR
17
W.
. N.
14 N
13
14
11
A
Y
11
ER
ON
DR .
14 S
17
NW
16
200
18
15
82
10 616
90
ASPEN ST.
13TH PL. N.W.
13TH ST. N.W.
.W
.
AV
E.
N
ON
LU
Z
14TH PL. N.W.
14TH ST. N.W.

100
12
ASPEN ST. N.W.
N DR
.N
W
N
AI
E. CA
MERO
E. N.W.
GEORGIA AV
C
W.
The new central retail block, between 12th and

13th Streets, is the largest block on the Site and
is ideal for a new large format destination retailer
that will include a private rooftop courtyard and
will be surrounded with residential uses. The proposed retail capacity is approximately 165,000
gross square feet. The ideal type of retail uses
would draw customers from beyond a two-mile
radius and could include department stores and/
or wholesalers.
FERN ST. N.W.
16TH ST. N.W.
The new Town Center would be the pulse of the

entire development, where residential buildings
with neighborhood serving retail uses at grade
would frame a pedestrian plaza. Its location
takes advantage of an existing pocket of healthy
mature tree cover fronting Georgia Avenue. A
potential streetcar loop around the Town Center
would help enliven the space and reduce dependency on private vehicles, while attracting people
to the area.
14TH ST. N.W.
The Town Center sub-area is located in the northeast portion of the Site and is bordered by Elder
Street to the north and Dahlia Street to the south.
The name of this sub-area is derived from the
actual physical area that will serve as the Town
Center, or heart of the new development being
created here. The goal is for this Town Center
to serve as a hub for the new development and
the entire area. The actual Town Center is to
be located between 12th Street and Georgia
Avenue. It is the Georgia Avenue frontage that
makes the success of this sub-area central to the
new mix of commercial and residential uses that
will be fully integrated into the existing community.
13TH ST. N.W.
Vision & Character
300
Exhibit 4-108: Sub-Area Key Plan - Town Center. Source: Perkins+Will.
82
12TH ST. N.W.
13TH ST. N.W.
14TH ST. N.W.
FERN ST. N.W.
B
B
G
F
ELDER ST. N.W.
N.W
.
N.W.
VIEW
AV
E
AL
AS
KA
12
14
GEORGIA AVE.
15
DAHLIA ST. N.W.
DR
16TH ST. N.W.
14 N
13
14
11
A
11
ER
ON
DR .
18
14 S
C
W.
NW
15
82
10 616
17
12
16
N DR
.N
W
N
AI
E. CA
MERO
17
W.
. N.
90
ASPEN ST.
200
13TH PL. N.W.
13TH ST. N.W.
.W
.
.N
AV
E
N
ZO
14TH PL. N.W.
300
12TH ST. N.W.
13TH ST. N.W.
FERN ST. N.W.
B
B
VIEW
ELDER ST. N.W.
KA
AV
E
N.W
.
12
AL
AS
14
GEORGIA AVE.
N.W.
14TH ST. N.W.
Figure 4-109: Town Center. Source: Perkins+Will and Lee & Associates, Inc.
100
LU
14TH ST. N.W.
ASPEN ST. N.W.
N.W.
GEORGIA AVE.
15
DAHLIA ST. N.W.
16TH ST. N.W.
14 N
13
14
11
14 S
C
W.
Y
11
ER
ON
DR .
17
NW
16
200
18
15
82
10 616
90
ASPEN ST.
13TH PL. N.W.
13TH ST. N.W.
.N
.W
.
AV
E
ON
14TH PL. N.W.
LU
Z
14TH ST. N.W.
Figure 4-110: View of the Town Center from across Georgia Avenue. Source: Perkins+Will and Lee & Associates, Inc.
100
12
ASPEN ST. N.W.
N DR
.N
W
N
AI
17
.
N.W
E. CA
MERO
.
DR
N.W.
GEORGIA AVE.
300

83
The 13th Street promenade to the west of the

Town Center, refers to the green strip that extends
from Building 1 nearly to Elder Street, exposing
an historic architectural element that was once
hidden: the Building 1 rear facade. This open
space is framed by buildings to the east and west
and is focused on Building 1 as its historic terminus and has the potential to become a campus
setting or intimate park.
Place Making
Amenities
In the Town Center, water features, decorative
signage, and native plantings would help activate
the front door to Georgia Avenue and create an
exciting environment that both visitors and neighborhood residents alike can enjoy year-round.
Pavilions would further help activate the space.
In addition to the actual Town Center, the 13th
Street promenade and the rooftop courtyard
between 12th and 13th Streets are open spaces
suitable for passive recreation.
Building orientation
In order to keep all sides of the buildings lively,
the buildings framing the Town Center on Elder,
Dahlia and 12th Streets will have no blank walls:
one front faces the Town Center and the other
front faces the street. Major retail entrances for
Figure 4-113: 13th Street Promenade. Source: Perkins+Will and Lee & Associates, Inc.
84
the rest of the area should be located on 12th

and 13th Streets, while residential entrance
lobbies should front along Dahlia and Elder
Streets. Minor retail entrances should be intertwined with the residential entries if needed. The
intent is to create a nearly-continuous, pedestrian
active edge, comprised of glass storefronts and
entrances leading to proposed uses.
Height and massing
To create continuity with the existing context,
new construction should compliment the historic
context of Building 1 and the surrounding community. For example:
Preserve the existing mature tree cover
and create an open space (the actual Town
Center) across the existing row of townhomes on Georgia Avenue (as seen Exhibit
4-116: Town Center Site Section on page
86).
Figure 4-114: 1950s view looking north of Building 1 and

13th Street. Source: AFIP.
at street grade and a tall enough ceiling to handle

large format destination retail.
Stagger the heights of the two buildings

across from the townhomes on Georgia
Avenue so that they are taller on 12th Street
and shorter on Georgia Avenue (as seen
Exhibit 4-116: Town Center Site Section on
page 86).
All retail should have access and frontage
at street grade, with minimum 14 feet ceiling
heights (as seen in Exhibit 4-116, Exhibit
4-117, Exhibit 4-119 and Exhibit 4-120 on
pages 86 and 87).
The central retail space(s) (between 12th and
13th Streets) could potentially be sunk halfway
below grade in order to have building heights
that respect the historic context of Building 1 and
the surrounding community. This would yield a
30-foot (approximately) ceiling height for main
spaces that are accessed from street grade by
a 15-foot ceiling height (approximately) mezzanine. This would result in both a retail presence
12TH ST. N.W.
13TH ST. N.W.
14TH ST. N.W.

11
17
NW
100
200
.W
.
N.W.
12
GEORGIA AVE.
N.W.
18
15
82
10 616
90
ASPEN ST. N.W.
.W.
16
N DR
.N
W
14 S
ER
ON
DR .
GEORGIA AVE.
N.W
.
AV
E
KA
90-100 ROW
RGIA AVE. N
Exhibit 4-115: Sub-Area Plan 2. Source: Perkins+Will.
17
2
13
.N
DR
14
11
AV
E
N
AI
W.
. N.
14 N
EL.+288
EL.+287
DAHLIA ST. N.W.
15
DAHLIA ST. N.W.

M
C
W.
EL.+287
15
14
ASPEN ST.
13TH PL. N.W.
S P
12
E. CA
MERO
EL.+292
G
F
(Retail Below)
TOWN14
CENTER
13TH ST. N.W.
ROOFTOP
L
I
COURTYARD
E
E
ZO
VIEW
K
14TH PL. N.W.
PROME12
NADE
EL.+292
EL.+293
EL.+292
EL.+297
B
B
AS
175 ROW
ELDER ST. N.W.
LU
EL.+305
FERN ST. N.W.
14TH ST. N.W.
S P
90 ROW
EL.+292
AL
Potential Streetcar
Route
EL.+288
ELDER ST. N.W.
G
F
16TH ST. N.W.
E. N.W.
EL.+310
EL.+303
EL.+277
C
F
GEORGIA AV
Service Access
Parking Access
B
B
12TH ST. N.W.

Below Grade
S
P
13TH ST. N.W.
Parking Below Grade
300
Exhibit 4-116: View of the 13th Street Promenade and Key
Plan for Sub-Area Plan 2. Source: Perkins+Will.
85
B
D
E
E
G
F
12
14
GEORGIA AV
E. N.W.
ELDER ST. N.W.
15
5 Residential
4 Residential
DAHLIA ST. N.W.

M
12TH ST.
Mech. P.H.
E. N.W.
15
Exhibit 4-119: Site Sections Key Plan - Town Center. Source:
1 Residential
Existing P-1 EL.+277
15
Existing P-2 EL.+267Retail
GEORGIA AV
Perkins+Will
SITE SECTION A
0
20
EL.+292
2 Residential
EL.+292
Retail
40
Mechanical Penthouse
10
5 Residential
4 Residential
1 Residential
3 Residential
10
4 Residential
2 Residential
4 Residential
1 Residential
5 Residential
3 Residential
5 Residential
2 Residential
12TH ST.
Mech. P.H.
3 Residential
10
15
EL.+292
EL.+292
10
3 Residential
Slope 4% Retail
15
Slope 7%
2 Residential
S
1 Residential
Exist. P-1
Slope 4% Retail
60
Exist. P-2
SITE SECTI
0
20
40
Exhibit 4-118: Town

Center
Site Section.
SITE
SECTION
A
0
GEORGIA AVE.
4 Res
Residential
1 Residential
EL.+285
60
4 Residential
2 Residential
4 Res
Residential
3 Residential
Resi.
15
1 Residential
10
Retail EL.+292
EL.+292
1 Residential
EL.+285
LRA Property Line
SITE SECTION C
20
40
60
5 Residential
3 Residential
12TH ST.
Exist. P-1 EL.+277

15
Exist. P-2 EL.+267 Retail EL.+292
SITE SECTION C
12TH ST.
10
2 Residential
Resi.
40
60
Mech. P.H.
3 Residential
Resi.
2 Residential
Resi.
20
40
Mech. P.H.
GEORGIA AVE.
20
15
Retail
Mezz.
EL.+292
30
5 Residential
4 Residential
3 Residential
2 Residential
1 Residential
15
Retail
Mezz.
30
Exist. P-1 EL.+277

Exist. P-2 EL.+267
LRA Property Line
Exhibit 4-117: Town Center Site Section. Source: Perkins+Will.
86
P-2 Existing
SITE SECT
0
20
13TH ST.
13TH ST.
5 Residential
10
Slope 7%
Exist. P-1
Slope 7%
Exist. P-2
10
4 ResidentialPenthouse
Mechanical
3 Residential
5 Residential
2 Residential
4 Residential
Residential EL.+307
3 Residential
3 Residential
5 Residential
2 Residential
4 Residential
1 Residential EL.+307
3 Residential
Residential P-1 EL.+297
2 Residential
EL.+277
40
60
EL.+267
40
EL.+310
1 Residential EL.+307
Edge of Former Building 2
P-1 New
LRA Property Line

Exhibit
4-120: Town
SITE SECTION
B Center Site Section. Source: Perkins+Will.
20
EL.+310
10
SITE SECTION B
10
Residential P-1 EL.+297
EL.+292 Beyond
EL.+267
Exist. P-1
0
20
Exist. P-2
Residential EL.+307
P-1 New
5 Residential
4
ResidentialPenthouse
Mechanical
2 Residential
EL.+292
Beyond
EL.+277
LRA Property Line
60
13TH ST.
Mech. P.H.
5 Residential
30
30
P-2 Existing
SITE SECTION D
0
20
P-2 Existing
40
60
SITE SECTION D
20
40
Mech. P.H.
13TH ST.
4 Residential
Mech. P.H.
3 Residential
5 Residential
2 Residential
4 Residential
1 Residential
3 Residential
10
2 Residential
Retail Mezz. EL.+292
1 Residential
15
4 Office
Mech. P.H.
3 Office
4 Office
2 Office
10
P-2 EL.+277
15
Retail
Mezz.
EL.+292
Existing
Building
2 Basement
Potential Water Storage
P-2 EL.+277
Existing Building 2 Basement
EL.+292
EL.+277
EL.+292
EL.+267
EL.+277
EL.+267
Potential Water Storage
60
EL.+297
Central
EL.+297
Utility Plant
Excavate 10 if needed
Central
Utility Plant
Excavate 10 if needed
EL.+292
EL.+292
163
3 Office
1 Office
2 Office
163
EL.+288
EL.+277
1 Office
S
Edge of Former
Building 2
EL.+288
EL.+277
LRA Property Line
LRA Property Line
Exhibit 4-121: Town Center Site Section. Source: Perkins+Will.
87
Public Realm
Rights-of-Way: Provide minimum right-ofway (ROW) widths of 90 feet, that are compliant with DDOTs standards and enhance
this sub-areas goal to create multi-modal
connections. Other priorities should include
parking, and bike lanes. The SAP proposes
a minimum of 175-ft ROW for 13th Street to
accommodate the promenade park and to
accentuate the reclaimed vista to Building 1.
Pedestrian Zone: Explore the creation
of a pedestrian zone that is a minimum of
20 feet from building face to curb for landscaped front yards, pedestrian circulation
and curbside rain gardens and trees. Refer
to DDOTs standards for the planning and
design of sidewalks and streets, such as
tree planting guidelines and selection of site
furnishings and materials.
adjacent to sidewalks for storm water management where feasible. Encourage the use
of permeable materials to manage stormwater runoff.
Curb-cuts: Minimize curb cuts throughout
the blocks.
Bikes: Pedestrians and bicyclists move primarily on the street grid. The streets in this
sub-area should have designated bicycle
lanes as well as sidewalks on both sides of
the street.
88
G
F
ELDER ST. N.W.

O
12
14
15
DAHLIA ST. N.W.
18
11
11
18
16
Building
Zone/
Sidewalk
SWM
Planter
Curb Walk
Parallel
Parking
Bike
Lane
Travel Lane
+ Street Car
Travel Lane
+ Street Car
Bike
Lane
Parallel
Parking
Curb Walk
SWM
Planter
Building
Zone/
Sidewalk
1 Gutter
48
Roadway
1 Gutter
90-100
Right-of-Way
Exhibit 4-124: Street Sections Key Plan - Town Center.
Source: Perkins+Will
23.5
Building Face
to Curb
GEORGIA AV
16
E. N.W.
GEORGIA AV
E. N.W.
A. 12TH STREET SECTION
Exhibit 4-122: A. 12th Street Section. Source: Lee & Associates, Inc.
B. 13TH STREET SECTION
11
10
Parallel
Parking
SWM
Planter
Sidewalk
Planted/
Builidng
Zone
175
Right-of-Way
Bike
Lane
+/- 38
Lawn Promenade
Travel
Lane
31
Roadway
Parallel
Parking
SWM
Planter
Sidewalk
Bike
Lane
1 Gutter
Sidewalk
Parallel
Parking
24
Building Face
to Curb
11
SWM
Planter
Parallel
Parking
Travel
Lane
6
SWM
Planter
Planted/
Builidng
Zone
8
Sidewalk
10
31
Roadway
1 Gutter
18
Pedestrian
Zone
Exhibit 4-123: B. 13th Street Section. Source: Lee & Associates, Inc.
89
Pedestrians: The Town Centers proposed

character should be permeable and allow
pedestrian connectivity between 12th Street
and Georgia Avenue and between Dahlia
and Elder Streets. There is also potential for
pedestrian mid-block crossings, as appropriate per DDOTs standards, between 12th
and 13th Streets. Depending on the future
uses, this could happen via naturally-lit
arcades cutting through the block.
Loading and Service: Major parking garage
and service entries should be consolidated
and located on Dahlia and Elder Streets.
Loading docks should be concealed inside
buildings and hidden from public view. A
service road adjacent to the LRA boundary
line between Elder and Dahlia Street could
serve the potential central utility plant below
13th Street and provide parking access to
the buildings west of 13th Street.
Parking: The existing 2-level, below grade,
parking garage, formerly serving Building
2, is suitable for reuse and can accommodate 1,000 spaces. Additional parking,
as required, can be accommodated below
grade in new buildings west of 13th Street.
On-street parking should be permitted on all
streets in this sub-area. Surface parking lots
should be discouraged. (See the Transportation Impact Study, Appendix C, for more
information).
90
Infrastructure
As outlined in the Reuse Plan, this sub-area
would be the location of the largest infrastructure
component on the Site, the new Central Utility
Plant (CUP). The CUP would be built in the footprint of the demolished Building 2. The parking
garage just east of Building 2 will be reused as
this area is redeveloped. This results in the retention of valuable floor area below grade without the
expense of major excavation. This area could be
part of the sustainable infrastructure, with space
for central utilities and cogeneration plant, water
storage and treatment, and parking use. Part of
this sub-surface area also results from the steep
change in grade on the 13th Street extension
from Fern Street to Dahlia Street, which amounts
to over 30 feet. As the new 13th Street is laid
down to match existing grades, an approximate
30-ft height space is left below grade. Pursuant to
the Reuse Plan, this SAP recommends to place
the central utility plant in that area, perhaps with
minor additional excavation as needed, and concealing it beneath the 13th Street promenade
park.
VEHICULAR MOBILITY
14
12
GEORGIA AV
E. N.W.
ELDER ST. N.W.
Street
Potential Streetcar
15
DAHLIA ST. N.W.
N.W.
Exhibit 4-126: Vehicular Mobility - Town Center. Source: Perkins+Will.
ELDER ST. N.W.
14
12

Bicycle Legend
N.W.
GEORGIA AV
E.
GEORGIA AV
E.

Pedestrian
Bicycle
15
DAHLIA ST. N.W.
Exhibit 4-125: Pedestrian and Bicycle Mobility - Town Center. Source: Perkins+Will.
.W.
RGIA AVE. N
91
3. INSTITUTIONAL CORE
FERN ST. N.W.
Building 1 is where the historic legacy of Walter

Reed will remain. The Reuse Plan recommends
restoring Building 1s original 1910 axial footprint,
by demolishing its modern additions and restoring
building elements that would be better suited for
academic or corporate uses. An existing formal,
academic setting prevails in this area largely due
to the axial arrangement of buildings, the historic
nature of those buildings, and the green, campuslike areas surrounding them.
12TH ST. N.W.
14TH ST. N.W.
The Institutional Core sub-area is located at the

center of the Site, between Main Drive and Dahlia
Street. It is bounded on the west by the DOS
property and fronts Georgia Avenue on the east.
This sub-area contains three existing buildings,
two of which (Buildings 1 and 7) are eligible for
listing on the National Register of Historic Places.
13TH ST. N.W.
Vision & Character
B
B
G
F
N.
W
.
AV
E
KA
12
AL
AS
14
GEORGIA AV
E.
N.W.
ELDER ST. N.W.

H
15
DAHLIA ST. N.W.
DR
17
W.
. N.
16TH ST. N.W.
14 N
13
14
11
C
W.
Y
11
ER
ON
DR .
14 S
17
NW
16
200
18
15
82
10 616
90
ASPEN ST.
13TH PL. N.W.
13TH ST. N.W.
.W
.
AV
E.
N
ON
LU
Z
14TH PL. N.W.
14TH ST. N.W.

100
12
ASPEN ST. N.W.
N DR
.N
W
N
AI
E. CA
MERO
E. N.W.
GEORGIA AV
300
Exhibit 4-127: Sub-Area Key Plan - Institutional Core. Source: Perkins+Will.
92
Figure 4-128: View of the axial relationships in the Institutional Core.
Figure 4-129: View of Building 1 from the Great Lawn.
93
94
GEORGIA AV
Urban Agriculture/Community Garden
15
Breathing Room
between new buildings
and Building 1
1
~ 40
~ 60
~ 60
N
AI
DR
17
W.
. N.
13
6
OPEN
SPACE
16
12
14 N
OPEN
SPACE
E. N.W.
Service Access
GEORGIA AV
DAHLIA ST. N.W.
Align
The other two Georgia Avenue buildings, R and

S, as seen in Exhibit 4-130: Street Sections Key
Plan - Institutional Core, could form a potential
quad layout with Buildings 6 and 7, which may
Pursuant to the Reuse Plan recommendations,
there are two buildings that could be built straddling the north wing of Building 1 (Buildings M and
N) and three proposed buildings fronting Georgia
Avenue (Buildings Q, R and S). The two buildings
near Building 1 would have frontage on Dahlia
Street and are expected to have uses complementary to Building 1. Of the three buildings
fronting Georgia Avenue, one also has frontage
on Dahlia Street. Per the recommended uses for
this building, one possibility could be to have residential lobbies on Dahlia Street and retail frontage on both Georgia Avenue and Dahlia Street.
12
E. N.W.
The height of the two buildings straddling the north

wing of Building 1 (Buildings M and N) should not
overpower or compete with the historic nature of
the Building 1 rear/north faade, which is planned
to become the terminus of the 13th Street vista.
Their massing should consider giving breathing
room or open areas between the buildings that
will allow for both indoor and outdoor natural light
Align
Additionally, the Reuse Plans proposed healthcare uses in Buildings 6 and 7 would fit well with
this area of the Site, given Walter Reeds historic
legacy and the proximity to Cameron Glen, a
healing open space.
Height and massing
HS
T. N.W.
This sub-area should be designed with ample

green areas, particularly in the wide right-of-way
at 12th Street, so as to maintain and reinforce the
prevailing campus setting. The historic buildings
add character and serve as a pleasant back-drop
to the campus setting and open space to be
located in this sub-area.
The three buildings fronting Georgia Avenue are

expected to be taller; 4 to 7 stories per building as
shown in the proposed Comprehensive Land Use
Plan (see section 3.1) which should be aligned
with the existing context of Georgia Avenue.
2T
The integration of urban agriculture, in the form

of a community garden at the southwest corner
of the Dahlia and 12th Street intersection, which
will be accessible to both the new and existing
community alike, will be a key amenity to this
sub-area (as seen in Exhibit 4-129: Sub-Area
Plan 3).
and inviting pedestrian access to any potential

courtyard that could be created as a result of new
construction.
N DR
.N
W
Amenities
be occupied by Howard University through a

Public Benefit Conveyance. The Reuse Plan
program recommended Building S as medical
office, which could potentially be complementary
to the Howard University uses. The area between
these buildings should be designed to feel like
center of the block buildings, with no solid walls,
rather than the back of the block buildings; there
should be courtyards or public open spaces thus
inviting pedestrian activity.
~ 40
Placemaking
E. N
DAHLIA ST. N.W.
FERN ST. N.W.
G
F
AV
E
N.W
.
12
14
GEORGIA AVE.
N.W.
ELDER ST. N.W.
B
B
D
AL
AS
KA
12TH ST. N.W.
15
13TH ST. N.W.
14TH ST. N.W.
GEORGIA AV
12
15
DAHLIA ST. N.W.
12
11
17
NW
15
82
10 616
N DR
.N
W
18
14 S
ER
ON
DR .
90
100
200
ASPEN ST.
13TH PL. N.W.
13TH ST. N.W.
.N
AV
E
N
ZO
LU
14TH PL. N.W.
.W
.
ASPEN ST. N.W.
12
N.W.
16
E. CA
MERO
Exhibit 4-131: Street Sections Key Plan - Institutional Core.
300
E. CA
M
ERON
D
R.
NW
13
14TH ST. N.W.
16
DR
14
11
A
N
AI
17
W.
. N.
14 N
C
W.
16TH ST. N.W.
17
.W.
GEORGIA AVE.
GEORGIA AV
E. N.W.
11
Building
Zone/
Sidewalk
Urban
Gardens
Sidewalk
SWM
Planter
Curb Walk
Parallel
Parking
Bike
Lane
Travel Lane
+ Street Car
1 Gutter
48
Roadway
11
95
Right-of-Way
18
1 Gutter
16
Building
Zone/
Sidewalk
SWM
Planter
18
Curb Walk
Parallel
Parking
16
Bike
Lane
55
Travel Lane
+ Street Car
16
23.5
Building Face
to Curb
Pedestrian Zone
Exhibit 4-133: Street Section A. Source: Perkins+Will.
95
Public Realm
The following are basic guidelines for the public
realm, defined as the area between the building
facades comprising the road, sidewalk, site
furnishings, trees and open spaces that combine
to form the streets character:
Rights-of-Way: Provide minimum right-ofway (ROW) widths of 90 feet that are compliant with DDOTs standards and enhance
parking, and bike lanes where feasible.
Pedestrian Zone: Plan for minimum 20
feet pedestrian zones distance from building face to curb for landscaped front yards,
pedestrian circulation and curbside rain
gardens and trees. (See Exhibit 4-132:
Street Section A on page 95). The
Pedestrian Zone will range in width of 20 to
100 feet, based upon the curvature of 12th
Street in the Institutional Core sub-area).
Refer to DDOTs standards for the planning
and design of sidewalks and streets, such
as tree planting guidelines and selection of
site furnishings and materials.
runoff. There is a potential for urban agriculture in the open space at the southwest
corner of Dahlia and 12th Streets, and also
for larger rain gardens as needed in the
open area where 12th Street approaches
Main Drive.
Curb Cuts: Minimize curb cuts throughout
the blocks.
96
Bikes: Pedestrians and bicyclists move

around primarily on the street grid. The
streets in this sub-area should have designated bicycle lanes as well as sidewalks on
both sides of the street.
area. On-street parking would be permitted

on all streets in this sub-area. See the Transportation Impact Study for more information.
Pedestrians: Pedestrian connectivity could

occur through the open spaces to be formed
after the construction of Buildings M and N,
and R and S. Service alleys and corridors,
such as the one running between the DOS
property and Building 1, should be designed
with an inviting and safe environment for
pedestrians.
Vehicular: The new, curvilinear extension of
12th Street connects the Town Center with
the Institutional Core, ending at Main Drive,
about 200 feet apart from the intersection
of Main and E. Cameron Drives. This northsouth connection further continues south
via Main Drive and E. Cameron Drive to
Aspen Street. Dahlia Street and Main Drive
connect to Georgia Avenue.
Loading and Service: There should be no
surface parking lots. Parking garage and
service entries should be consolidated.
buildings and hidden from public view.
Service alleyways would run through the
sides of buildings as shown in the Vehicular
Mobility (Exhibit 4-134: Vehicular Mobility Institutional Core on page 97).
Parking: Pursuant to the Reuse Plan, new
buildings would be built with dedicated
parking garages below grade. It should be
considered whether some of these new
parking garages should also serve part
of the existing buildings. It is also thought
that the existing parking garage at Building
14 and below the Town Center could help
service the existing buildings in this sub-
GEORGIA AV
E. N
12
15
DAHLIA ST. N.W.
DR
17
W.
. N.
16
12
Exhibit 4-135: Vehicular Mobility - Institutional Core. Source: Perkins+Will.
13
R.
NW
3
12
GEORGIA AV
N
AI
ERON
D
15
E. CA
M
DAHLIA ST. N.W.

1
Street
Potential Streetcar
GEORGIA AV
E. N.W.
E. N.W.
VEHICULAR MOBILITY

Bicycle Legend

Pedestrian

Bicycle
E. N.W.
N
AI
DR
17
W.
. N.
16
Exhibit 4-134: Pedestrian and Bicycle Mobility - Institutional Core. Source: Perkins+Will.12
13
GEORGIA AV
DR
.N
W
1
97
4. GREAT LAWN ~ CAMERON GLEN
B
B
G
F
N.
W
.
AV
E
KA
12
AL
AS
14
GEORGIA AV
E.
N.W.
ELDER ST. N.W.

H
15
DAHLIA ST. N.W.
DR
17
W.
. N.
16TH ST. N.W.
14 N
13
14
11
A
Y
11
ER
ON
DR .
14 S
17
NW
16
200
18
15
82
10 616
90
ASPEN ST.
13TH PL. N.W.
13TH ST. N.W.
.W
.
AV
E.
N
ON
LU
Z
14TH PL. N.W.
14TH ST. N.W.

100
12
ASPEN ST. N.W.
N DR
.N
W
N
AI
E. CA
MERO
E. N.W.
GEORGIA AV
C
W.
98
FERN ST. N.W.
Historic Building 12, Buildings 8 and 9, along with

proposed Building T straddle Main Drive where it
intersects Georgia Avenue as a potential gateway
to the historic center of the Site. Building 14, built
in the 1970s and with no historic value, currently
presents itself as a wall bounding the west side
of the Glen.
There may be an opportunity to open this building
in some way so as to create a green connection
through it. This connection would be in concert
with the site-wide urban design principle calling
to enhance the open space, by aiding the connectivity throughout the site via a network of
open spaces. This green connection would also
enforce the potential cultural heritage trail that
could begin in the cultural gateway (see Exhibit
4-140: Sub-Area Plan 4 on page 101) and run
across the Glen, through the Building 14 site, and
on to other open and historic spaces on the west
side of the Site. However, it should be noted that
the Reuse Plan recommends a Notice of Interest
(NOI) user for Building 14. Additional analysis
would have to be undertaken to determine the
feasibility of altering the existing building in any
way. Continued dialogue with the approved NOI
user and any other potential users is recommended throughout the development process.
Potential alteration to Building 14 is presented in
the SAP only as a conceptual notion and not as a
recommended design/development solution.
12TH ST. N.W.
14TH ST. N.W.
The Great Lawn is located just inside the undulating Main Drive and extends to a green open
space with healthy mature tree cover at the
intersection of Main Drive and Georgia Avenue.
It has been renamed Cameron Glen, in honor
of Cameron Creek, which was buried about a
century ago when Walter Reed was first developed. This is the largest open space on the Site;
it covers approximately 6 acres of rolling hills,
wooded groves and open lawn.
13TH ST. N.W.
Vision & Character
300
Exhibit 4-136: Sub-Area Key Plan - Cameron Glen ~ Great Lawn. Source: Perkins+Will.
Existing Rose Garden
Figure 4-140: View of the rose garden from the southwest.

Source Lee & Associates, Inc..
Pedestrian Bridge Example
Casual Amphitheater Example
Figure 4-139: Pedestrian Bridge (example). Path in the
Figure 4-137: Scott outdoor amphitheater at Swathmore
zine.com/index.php/2011/12/a-path-in-the-forest-by-tetsuo-kondo-architects/
amphitheater/
forest, Kadriorg Park, Tallinn, Estonia) Source: http://www.lande-
College, PA. Source:
http://www.scottarboretum.org/gardentour/
Existing Great Lawn
Figure 4-138: Existing Great Lawn / Cameron Glen. Source: Lee & Associates, Inc.
99
Place Making
Amenities
In addition to the passive uses that could take
place on the lawn, in around the rose garden,
and other areas of the Glen, this wonderful space
could also be programmed with outdoor activities
such as ceremonies, film screenings, or other
community gatherings. The rolling topography
lends itself to informal amphitheater use, or may
call for the placement of pedestrian bridges to
facilitate scenic walks throughout the Site and
promote further pedestrian connectivity (as seen
in the images on page 99). There is no specific
end-user prescribed for the potential gateway
cluster of Buildings 12, 8, 9 and T. It is possible
that Building T, perhaps in conjunction with its
neighboring buildings, could be a visitors center,
a cultural institution, or the head of the proposed
cultural trail of interpretive exhibits showcasing
the legacy of Water Reed.
The potential open space next to historic Building
12, with the existing tree canopy facing Georgia
Avenue, would make for an area of respite contiguous for the use of existing and future residential neighbors alike. This green area could be
enhanced with a combination of hard- and softscaped surfaces and furnishings encouraging
passive and active recreation.
Most of this area is labeled open space by the
proposed Comprehensive Land Use Designations (see section 3.1). There is room for development on the Site of Building 14 and at Building
T.
The new development on the Site of Building 14
should be designed as a building with two fronts;
one facing Main Drive and one facing Cameron
Glen. Main Drive could be seen as the front door
whereas Cameron Glen could be its backyard.
100
Building 14 is an existing building with no historic

or intrinsic architectural value; therefore, potential
redevelopment/alteration could be explored. The
building was built in modules, which allow it to
be easily repurposed. For example, as shown in
Exhibit 4-135: Sub-Area Key Plan - Cameron
Glen ~ Great Lawn on page 98, a modification
of the footprint would allow for different uses on
this Site, such as a live-work scenario in conjunction with the transitional housing assistance
providers proposed to occupy part of the building
and the added pedestrian connections across
the Glen. The footprint in Exhibit 4-135 is merely
an illustrative example and further study will be
required in order to determine the highest and
best use at the time of redevelopment.
Additional analysis would have to be undertaken
to determine the feasibility of altering the existing
building in any way. Continued dialogue with the
approved NOI user and any other potential users
is recommended throughout the development
process.
Building T should be oriented towards Main Drive,
along with Buildings 8, 9 and 12. This group of
buildings is seen as the gateway to the historic
heart of the former Walter Reed campus.
Height and massing
To create continuity with the existing context, new
construction should respect the historic context
posed by Buildings 1, 8, 9 and 12, as well as the
surrounding community. Building T is intended to
follow the same massing and height of Buildings
8 and 9. Any development that could potentially
occur near the Building 14 site should not exceed
the existing Building 14 height and the massing
should respect the openness of the historic open
lawn and aim to restore the open connectivity that
historically prevailed before the insertion of this
building on the Glen in the 1970s.
12TH ST. N.W.
13TH ST. N.W.
14TH ST. N.W.
B
B
G
F
N.W.
ELDER ST. N.W.

O
Existing
Urban Park
12
14
GEORGIA AVE.
16
FERN ST. N.W.
N.W
.
LAWN
14 N
AV
E
HS
T. N.W.
17
W.
. N.
2T
N
AI
DR
AL
AS
KA
Network of Trails
GEORGIA AV
E. N.W.
15
DAHLIA ST. N.W.
11
82
10 616
100
200
300
17
W.
. N.
14 N
11
11
14 S
C
W.
10
Potential
Shared Use
Trail
Rain Garden
Parking
Travel
Travel
Parking
ER
ON
DR .
NW
5
10 616
A12
E. N.W.
1
18
15
16
R.
NW
13
14
82
ERON
D
DR
E. CA
M
N
AI
GEORGIA AV
N.W.
ASPEN ST.
further analysis should be done at the time of development.
MAIN DRIVE
90
13TH PL. N.W.
13TH ST. N.W.
.W
.
.N
AV
E
N
ZO
ASPEN
ST. N.W.
The exhibit
above is a conceptual redevelopment for Building 14 and
A. MAIN DRIVE SECTION
18
15
NW
12
14 S
ER
ON
DR .
17
14TH PL. N.W.
ASPEN ST. N.W.
ASPEN ST.
13
14
11
16
N DR
.N
W
90
17
2
E. CA
MERO
16TH ST. N.W.
DR
LU
82
CREATIVE
&
8
ARTS
14TH ST. N.W.
10 616
N
AI
W.
. N.
14 N
BUTTERNUT ST.
C
W.
R. N W
15
R.
NW
NOI
s
od
Wo
C
W.
Pedestrian Bridge
M
ER
ON
Y
D
14 S
ERON
D
Informal Amphitheatre
18
E. CA
M
C u ltura l Gateway
ard
en
14
se
G
13
en C on nection
Ro
Gre
GEORGIA AVE.
12
90
ASPEN ST. N.W.
ASPEN ST.
38
Road Width
Exhibit 4-144: Street Sections Key Plan - Cameron Glen.

101
Public Realm
parking, and bike lanes as feasible. (For
more information on widening Main Drive,
see page 119 under Roadway Cross Sections).
runoff.
the blocks.
Bikes: Due to the existing road widths constraints, bikes are envisioned to ride on a
shared use trail along the south side of Main
Drive (see Exhibit 4-144: Pedestrian and
Bicycle Mobility - Cameron Glen on page
103) and on a shared use street along E.
Cameron Drive. There would also be one
102
designated shared use trail connecting

Luzon Avenue to 12th Street via Cameron
Glen.
hoods. See the Transportation Impact Study

(Appendix C) for more information.
Pedestrians: Pedestrian activity can occur

in all directions throughout the open space,
and through a network of trails on the Glen. A
pedestrian connection between Main Drive
and the Glen is encouraged via the Building
14 site, its shape or form to be determined
at the time of development.
Vehicles: W. Cameron Drive could be
enlarged to provide on-street parking on
both sides. E. Cameron Drive could potentially be closed to vehicular traffic on weekends or during special programs on the
Glen. The new, curvilinear extension of 12th
Street connects the Town Center with the
Cameron Glen, ending at Main Drive, about
200 feet apart from the intersection of Main
and E. Cameron Drives. This north-south
connection further continues south via Main
Drive and E. Cameron Drive to Aspen Street.
Main Drive provides a through-connection
between 16th Street and Georgia Avenue.
Loading and Service: Loading and service
would occur largely on existing service
roads. Service to Building 12 should occur
on its north side, so as not to disrupt the
green area between this building and
Georgia Avenue.
Parking: There should be no surface
parking lots. Building 14 has a 450-space
parking garage underneath that should be
reused for any future uses on the Building 14
site and future programs or special events
on the Cameron Glen. Any other activities
in this area could also be serviced by new
adjacent on-street parking and by new
and existing parking along Aspen Street,
Georgia Avenue and the existing neighbor-
DR
ER
ON
DR .
NW
E. N.W.
18
15
82
10 616
90
9
ASPEN ST.
17
2
Bicycle Legend
GEORGIA AV
.
N.W
R.
E. N.W.
Exhibit 4-146: Vehicular Mobility - Cameron Glen. Source: Perkins+Will.

ASPEN ST. N.W.
N
AI
Street
Potential Streetcar
12
C
W.
16
R.
NW
14
ERON
D
13
14TH PL. N.W.
17
VEHICULAR MOBILITY
GEORGIA AV
N
AI
.
N.W
E. CA
M
16

Pedestrian
Bicycle
ER
ON
DR .
NW
5
10 616
R.
NW
15
1
18
82
ERON
D
C
W.
14TH PL. N.W.
14
12
E. CA
M
13
90
Exhibit 4-145: Pedestrian and Bicycle Mobility - Cameron Glen. Source: Perkins+Will.
ASPEN ST. N.W.
ASPEN ST.
103
5. ASPEN STREET
Aspen Street is presently a mix of single family

and multifamily homes, with most having their
backs or sides facing Aspen street. In order
to complement this character, the north side of
Aspen Street would have a combination of building fronts and open space facing the street, providing ample walking areas to the Site.
FERN ST. N.W.
B
B
G
F
N.
W
.
AV
E
KA
12
AL
AS
14
GEORGIA AV
E.
N.W.
ELDER ST. N.W.

H
15
DAHLIA ST. N.W.
DR
17
W.
. N.
16TH ST. N.W.
14 N
13
14
11
A
Y
11
ER
ON
DR .
14 S
17
NW
16
200
18
15
82
10 616
90
ASPEN ST.
13TH PL. N.W.
13TH ST. N.W.
.W
.
AV
E.
N
ON
LU
Z
14TH PL. N.W.
14TH ST. N.W.

100
12
ASPEN ST. N.W.
N DR
.N
W
N
AI
E. CA
MERO
E. N.W.
GEORGIA AV
C
W.
There would be a mix of residential and mixed

use buildings and an educational use separated
by the large open space referred to as the Creative & Arts area. The most prominent feature of
the west end of this sub-area is present at the
corner of 16th Street fronting Rock Creek Park.
This land is allocated for residential use per the
proposed Land Use designations (see section
3.1). The east end of this sub-area presents a
corner property on Georgia Avenue, planned
to be redeveloped with a multi-story mixed-use
building, and ground floor retail facing Georgia
Avenue. The remaining piece of property is
located between 14th Place and W. Cameron
Drive, envisioned as having multi-family housing.
12TH ST. N.W.
14TH ST. N.W.
This proposed permeable strip of land runs from

16th Street to Georgia Avenue and is bounded
by Main Drive and the Cameron Glen sub-area
to the north.
13TH ST. N.W.
300
Exhibit 4-147: Sub-Area Key Plan - Aspen Street. Source: Perkins+Will.
104
Stormwater Management
Park Example
Figure 4-149: Urban Agriculture (example). Common
Figure 4-150: Potential Stormwater/Water Feature
sets/72157626780055856/detail/.
fabulousportland.com/2010/02/19/sunshine-makes-me-happy/
Amenities
The open space between Luzon Avenue and
13th Place presents an opportunity for community amenities such as a green space serving
as both a naturalized storm water collection and
park land, community urban agriculture gardens,
family recreation, and the possibility of a seasonal market place or similar outdoor activities
occurring in the Creative & Arts space. This open,
permeable area is also connected to Cameron
Glen as well as on to 12th Street and the Town
Center, providing pedestrian connectivity through
a network of open spaces.
(example). Tanners Springs Park, Portland, OR. Source: http://
12TH ST. N.W.
14TH ST. N.W.
Place Making
13TH ST. N.W.
Urban Agriculture Example
FERN ST. N.W.
B
B
G
F
KA
AV
E
N.W
.
12
AL
AS
14
GEORGIA AVE.
N.W.
ELDER ST. N.W.
15
DAHLIA ST. N.W.
DR
17
2
16TH ST. N.W.
14 N
13
14
11
C
W.
Y
11
ER
ON
DR .
14 S
17
NW
200
18
15
82
10 616
90
VIEW
ASPEN ST.
13TH PL. N.W.
13TH ST. N.W.
.W
.
.N
AV
E
N
ZO
14TH PL. N.W.
LU
14TH ST. N.W.
Figure 4-148: View of Creative & Arts Space. Source: Perkins+Will and Lee & Associates, Inc.
100
12
ASPEN ST. N.W.
16
N DR
.N
W
N
AI
E. CA
MERO
.
N.W
N.W.
GEORGIA AVE.
300

105
12TH ST. N.W.
13TH ST. N.W.
14TH ST. N.W.
The existing cluster of industrial buildings north

of 13th Street and 13th Place provide a unique
setting, being informal in appearance and randomly placed with the historic character touch.
The reuse of these buildings present an interesting opportunity for a creative, artistic special
use not specifically identified yet. One thought is
to encourage art gallery types of uses, possibly
with work and retail shop space in a live/work
scenario; hence the name for this area, Creative
and Arts space.
FERN ST. N.W.
B
B
G
F
AL
AS
KA
AV
E
N.W
.
12
14
GEORGIA AVE.
N.W.
ELDER ST. N.W.
15
DAHLIA ST. N.W.
DR
17
W.
. N.
16TH ST. N.W.
14 N
13
14
11
A
Y
11
ER
ON
DR .
17
NW
12
14 S
C
W.
16
18
15
82
10 616
N DR
.N
W
N
AI
E. CA
MERO
The open space in the Creative & Arts area would

consist of a combination of hardscape surfaces
(for programmed activities), naturalized stormwater management systems and community
gardens showcasing urban agriculture. Together,
these open spaces contribute to the sustainable
infrastructure of the Site while serving as an
amenity to users of the Site as well as the larger
community.
90
ASPEN ST.
100
200
13TH PL. N.W.
13TH ST. N.W.
.W
.
.N
AV
E
N
ZO
14TH PL. N.W.
LU
14TH ST. N.W.
ASPEN ST. N.W.
N.W.
GEORGIA AVE.
300
17
NW
R E S I D E N T IA L
R.
NW
82
8
10 616
CREATIVE
&ARTS
90
MIXED USE
ASPEN ST. N.W.
ASPEN ST.
13TH PL. N.W.
13TH ST. N.W.
.W
.
.N
AV
E
ZO
N
LU
14TH PL. N.W.
HOME FRONTS
14TH ST. N.W.
HOME FRONTS
E. N.W.
ERON
D
ER
ON
DR .
15
GEORGIA AV
SCHOOL
R E S I D E N T IA L
14 S
C
W.
11
12
Play Area
Storm Water Management Park
Urban Agriculture
Market
14
11
CAMERON
GLEN
E. CA
M
Rock Creek Park
13
14TH PL. N
.W.
16TH ST. N.W.
Historic Building 11
Front Yard
106
NEIGHBORHOOD CONTEXT
Exhibit 4-154: Looking south along Aspen Street: (From left to right / east to west) Four-story multi-family housing
adjacent to Open Space in the middle, and three-story single-family homes on the far right. Source: Perkins+Will.
Exhibit 4-155: Looking south along Aspen Street: View of the back of single-family homes in between Luzon Avenue and
13th St.
Exhibit 4-156: Looking south along Aspen

Street: View of the front of single-family
homes just east of 14th Place.
Exhibit 4-157: Looking south along Aspen Street: View of the front of fourstory multi-family housing just west of 14th St.
107
Height and massing
The existing buildings in this sub-area have a large

set-back from Aspen Street, creating abundant
open space and greenery along the street. The
potential new buildings on the two corner properties and the land between 14th Place and W.
Cameron Drive should be designed with features
that activate the street, such as entries, windows
and balconies, even if the primary facade does
not face Aspen Street.
Any multi-story buildings should conform to the

heights set forth by the proposed Land Use Plan
in section 3.1. Furthermore, the massing and
height of these buildings should consider the
neighboring context of Georgia Avenue, Aspen
Street, and 16th Street, where neighboring multifamily buildings range from four to six stories.
The height and massing of any future building on
the corner of 16th and Aspen Street should be
sensitive to the single family homes located on
the south side of Aspen Street.
Just as Building 1 becomes the south terminus of

13th Street, the Creative & Arts space becomes
the north terminus of 13th Street. It is comprised
of a set of historic industrial buildings placed
according to the varying topography, unlike the
stricter, grid-like plan of the rest of the Site. These
relatively small buildings would serve as an historic backdrop for open air activities that could
also be related to the ultimate use of the buildings.
108
.N
AV
E
ZO
N
14TH PL. N.W.
14TH ST. N.W.
.W
.
B
LU
17
NW
15
82
10 616
N DR
.N
W
ER
ON
DR .
12
E. CA
MERO
14 S
C
W.
Y
11
Z
90
ASPEN ST. N.W.
ASPEN ST.
13TH PL. N.W.
13
14
11
13TH ST. N.W.
16TH ST. N.W.
A & B. ASPEN STREET SECTION
Exhibit 4-160: Street Sections Key Plan - Aspen Street.

Travel
Lane
18
10
+/- 16.5
Pedestrian Zone
48
Roadway
1 Gutter
+/- 8.5
Planted
Area/
Front
Yard
Bike
Lane
Sidewalk
Parallel
Parking
SWM
Planter
Existing
Street Tree
Pit/Varies
11
Curb
Walk
11
Parallel
Parking
Bike
Lane
Travel
Lane
+/- 5
Existing
Sidewalk/
Varies
+/- 13
Existing
Private Residence
Yard/Varies
+/- 5
100
Right-of-Way
1 Gutter
30
Exhibit 4-158: Aspen Street Section. Source: Perkins+Will.
C. ASPEN STREET SECTION BY GEORGIA AVENUE
Parallel
Parking
Bike
Lane
Travel
Lane
18
8.5
SWM
Planter
Sidewalk
1 Gutter
11
Curb
Walk
11
Parallel
Parking
Bike
Lane
Travel
Lane
48
Roadway
~ 100
Right-of-Way
10
Sidewalk
10
Building Zone
20
Pedestrian Zone
1 Gutter
30
Exhibit 4-159: Aspen Street Section. Source: Perkins+Will.
109
Public Realm
parking, and bike lanes as feasible.
Pedestrian Zone: Explore minimum 20
feet pedestrian zones distance from building face to curb for landscaped front yards,
pedestrian circulation and curbside rain
gardens and trees. A new sidewalk could be
installed on the north side of Aspen Street.
Refer to DDOTs standards for the planning
and design of sidewalks and streets, such
as tree planting guidelines and selection of
site furnishings and materials.
where feasible. Integrate urban agriculture/
community gardens around the Creative &
Arts space serving the nearby residential
community. Encourage the use of permeable materials to manage stormwater runoff.
Place, W. Cameron and E. Cameron Drives,

which are fairly short streets. A shared use
trail stemming out of Luzon Street would cut
through the open space into the Cameron
Glen.
Pedestrians: This sub-area is plentiful in
open space and it should be designed to
encourage pedestrian circulation and permeability from Aspen Street.
Vehicular: 14th Place, W. Cameron and E.
Cameron Drives are existing roads that are
planned to be extended to connect to Aspen
Street, thus providing vehicular access from
the neighborhoods south of the Site. Main
and E. Cameron Drives would likely maintain existing road widths until further study
is done. E. Cameron Drive could potentially
be closed to vehicular traffic on weekends or
during special programs on the Glen.
Parking: 14th Place and W. Cameron

Drive could be widened to accommodate
on-street parking. Aspen Street could be
widened to the north to provide on-street
parking. The only existing surface parking
lot, would service the proposed school in
Building 11. This lot would be reduced to
meet the projected demand and to make
room for playgrounds. Any activities occurring on the Creative & Arts space could be
serviced by parking in the existing Building
14 parking garage and in the adjacent new
and existing neighborhoods. New buildings
should be built with dedicated parking below
grade. See the Transportation Impact Study
for more information.
Loading and Service: Major parking garage

and service entries should be consolidated.
buildings and hidden from public view.
Service alleyways would run through the
sides of buildings as shown in the Vehicular Mobility (See Exhibit 4-161: Vehicular
Mobility - Aspen Street on page 111).

the blocks.
Bikes: An expansion northward could be
built along Aspen Street to accommodate
on-street bicycle lanes and a new sidewalk
on the north side. Main Drive is envisioned
as having a shared use trail running along
its south side, and shared uses on 14th
110
11
14TH PL. N.W.
17
C
W.
11
ER
ON
DR .
NW
15
R.
NW
14
12
82
10 616
ERON
D
13
E. CA
M
16TH ST. N.W.
VEHICULAR MOBILITY
90
9
ASPEN ST.
13TH PL. N.W.
13TH ST. N.W.
LU
ZO
AV
E.
N
.W
.
14TH PL. N.W.
14TH ST. N.W.
ASPEN ST. N.W.
Street
Potential Streetcar
Exhibit 4-162: Vehicular Mobility - Aspen Street. Source: Perkins+Will.
Exhibit 4-161: Pedestrian and Bicycle Mobility - Aspen Street. Source: Perkins+Will.
NW
AV
E
.N
.W
.
82
10 616
R.
NW
15
90
ASPEN ST. N.W.

Bicycle Legend
Pedestrian
ASPEN ST.
13TH PL. N.W.
ER
ON
DR .
ON
LU
Z
14TH PL. N.W.

14TH PL. N.W.
14TH ST. N.W.
17
14 S
C
W.
11
ERON
D
14
11
12
E. CA
M
13
13TH ST. N.W.
16TH ST. N.W.
Existing
Bicycle Signed Bicycle Route
111
GEORGIA AVENUE FRONTAGE

Although the Georgia Avenue frontage is not an
official sub-area of the Plan, it is a prominent
feature that ties together both the existing fabric
of the neighborhood and enhances both the new
features. Because this is such an important corridor, it merits additional considerations that can
be applied to each sub-area.
The Georgia Avenue frontage would get redeveloped using a combination of thoughtful building
massing and open spaces while providing a mix
of uses. The building frontage would respond to
the current conditions across Georgia Avenue in
order to blend with the neighboring community.
The building mass would be intertwined with intervals of open space, introduced in the Reuse Plan
as the green breathers. These green breathers
stem from the two areas facing Georgia Avenue
having an existing healthy mature tree cover.
Exhibit 4-165: Georgia Ave. Townhomes. Source:

Perkins+Will.
Exhibit 4-164: Multifamily Apartment Building on Georgia

Ave. Source: Perkins+Will.
Exhibit 4-163: The Normandie Apartments on Georgia Ave.

112
12TH ST. N.W.
13TH ST. N.W.

A
B
B
G
F
E. N.W.
ELDER ST. N.W.
12
14
GEORGIA AV
15
DAHLIA ST. N.W.
17
.
N.W
12
3
7
15
82
16
R.
NW
18
T
90
13TH ST. N.W.
ASPEN ST. N.W.

13TH PL. N.W.
16
E. CA
M
W.
GEORGIA AV
E. N.
ERON
D
FERN ST. N.W.
ASPEN ST.
Exhibit 4-167: Sub-Area Key Plan - Georgia Avenue

Frontage. Source: Perkins+Will.
Figure 4-166: Georgia Avenue Frontage Vision. Source: Perkins+Will
113
12TH ST. N.W.
13TH ST. N.W.

A
B
B
G
F
E. N.W.
ELDER ST. N.W.
12
14
GEORGIA AV
15
DAHLIA ST. N.W.
17
.
N.W
7
82
16
R.
NW
18
15
90
13TH ST. N.W.
ASPEN ST. N.W.
114
Photo of healthy tree cover in the open space facing Georgia Avenue. Source: Lee & Associates, Inc.
12
13TH PL. N.W.
16
E. CA
M
Figure 4-168: Green Breather.
W.
GEORGIA AV
E. N.
ERON
D
FERN ST. N.W.
GEORGIA AVENUE EXISTING FRONTAGE
ASPEN ST.
Exhibit 4-170: Sub-Area Key Plan - Georgia Avenue

Frontage. Source: Perkins+Will.
Figure 4-169: Green Breather
Photo of healthy tree cover in the open space facing Georgia Avenue. Source: Lee & Associates, Inc.
The Georgia Avenue frontage would be redeveloped with an exciting mix of uses and open
space. The new buildings are expected to bring
much needed revitalization and life to Georgia
Avenue, with a combination of residential and
commercial uses that would bring windows, store
fronts and doors that will also bring people and
new activity.
The Town Center faces a row of existing townhomes across Georgia Avenue, giving them
views to a large open space, framed by two
narrow buildings fronting across the street. The
facades of these buildings are expected to be
similar to the existing small scale context across
the avenue. The rest of the proposed buildings
along Georgia Avenue would have their main
facades and door fronts on Georgia Avenue, thus
making for a vibrant corridor and fitting in with
the context of various building fronts across the
avenue.
The new buildings fronting Georgia Avenue are

expected to be multi-story and within the guidelines of the proposed Land Use Plan in section
3.1. The heights of the new buildings should be
attuned with the mix of heights currently seen
across Georgia Avenue, which range from
3-story townhomes to 3- 4- and 6-story multifamily buildings.
The buildings, O and P, on either side of the Town
Center, are proposed to increase in building
height along Georgia Avenue, approaching 12th
Street.
14TH ST. N.W.
The green breathers could be further designed

to have a combination of hard- and soft-scaped
surfaces allowing for passive and active recreation. The green breather located at the Town
Center, would likely have more hard surfaces and
would be centrally located to the Town Center
retail corridors, making for an interesting mix of
greenery and retail activity. The green breather
at Main Drive would make for an area of respite
Height and massing
12TH ST. N.W.
Amenities
for existing and future residential neighbors alike.

This green area could be enhanced with a combination of hard- and soft-scaped surfaces and
furnishings encouraging passive and active recreation.
13TH ST. N.W.
Place Making
FERN ST. N.W.
VIEW
C
B
B
KA
AV
E
N.W
.
12
AL
AS
14
GEORGIA AVE.
N.W.
ELDER ST. N.W.
15
DAHLIA ST. N.W.
DR
17
W.
. N.
16TH ST. N.W.
14 N
13
14
11
14 S
C
W.
Y
11
ER
ON
DR .
17
NW
200
18
15
82
10 616
90
ASPEN ST.
13TH PL. N.W.
13TH ST. N.W.
.W
.
.N
AV
E
N
ZO
14TH PL. N.W.
LU
14TH ST. N.W.
Figure 4-171: Georgia Avenue Proposed Frontage. Source: Perkins+Will and Lee & Associates, Inc.
100
12
ASPEN ST. N.W.
16
N DR
.N
W
N
AI
E. CA
MERO
GEORGIA AVE.
N.W.
300

115
Public Realm
Rights-of-Way: Providing a right-of-way
(ROW) width of approximately 110 feet
would be ideal, as long as it is compatible
with future DDOT studies considering a
potential streetcar alignment. This ROW
width does not require changes in the existing roadway, but rather calls for ample room
on the Pedestrian Zone (see Exhibit 4-172:
Georgia Avenue Section on page 117).
The ROW should be designed in compliance with DDOTs standards and could
bring opportunities for multi-modal transportation. Other priorities should include sufficient room for front yard setbacks, curb-side
stormwater management, on-street parking,
and bike lanes as feasible.
Bikes:
Capital BikeShare stations are
planned in two locations along Georgia
Avenue: on Main Drive and Dahlia Street.
See the Transportation Impact Study (TIS)
for more information.
Pedestrians: A wide pedestrian zone is
proposed on the former WRAMC side of
Georgia Avenue.

runoff.
the blocks.
116
GEORGIA AVENUE SECTION - A
FERN ST. N.W.

B
5
ELDER ST. N.W.

1 Gutter
+/- 15
F
110
Right-of-Way
C
G
F
E. N.W.
14
15
DAHLIA ST. N.W.

N
17
N.W.
Exhibit 4-173: Georgia Avenue Section. Source: Lee & Associates, Inc.
GEORGIA AV
GEORGIA AV
E.
60
Roadway
11
Existing Private
Residential
Zone
21
11
Travel Lane
+ Street
Car
Travel Lane
+ Street
Car
Parallel
Parking
New Curb Walk

New
SWM Planter/
Furnishing Zone
New
Sidewalk/
Building
Zone
1 Gutter
11
Existing
Sidewalk
11
Existing
Planting Strip
Parallel
Parking
18
Travel
Lane
Travel
Lane
13.5
Exhibit 4-174: Street Sections Key Plan - Georgia Avenue.

16
12
117
3.4 Transportation
Recommendations
The Reuse Plan sets forth a mix of residential,
office, institutional, and retail uses that will take
advantage of the existing and proposed transportation systems to get to and from the Site.
The SAPs transportation recommendations
support the Reuse Plans proposed development,
by providing specific guidance through additional
analysis, in the following areas:
Creating a Transportation Management
Plan (TMP): An aggressive transportation
management plan (TMP) will reduce the
number of vehicular trips to the Site, promote
transit use given the proximity of the Site to
transit services, and to generally promote
sustainable transportation practices as the
Site is developed and occupied.
Improving Multi-Modal Access and
Circulation: Integrating the Site to the
surrounding community will require adding
new walkable streets and upgrading existing
ones to create an integrated, multi-modal
system not only for vehicles but also for
transit, pedestrians and bikes.
Identifying Parking and Carsharing
Options: Although the Site offers existing
parking options, the SAP provides guidance on where additional below grade and
on-street parking options may exist.
Integrating the Proposed Streetcar within
the Site: As the District considers options
for Streetcar along Georgia Avenue, the
SAP identifies key areas that future studies
should consider.
It is important to note that if the existing site
uses are compared to the proposed develop118
ment program recommended in the Reuse Plan,

it is expected that the proposed development
program will have a smaller impact on peak hour
traffic volumes than when the former Walter Reed
Army Medical Center was open.
This reduction in traffic is directly related to the
mix of uses that should be present in the redeveloped Site and the reduction in overall development density by over 1 million square feet of floor
area when compared to the existing uses on the
former WRAMC campus. However, despite these
reductions it is still important to modify the existing transportation systems and infrastructure in
order to provide efficient connections throughout
the campus and between the campus and the
surrounding neighborhoods.
To this end, the following transportation facilities
within the former WRAMC campus have been
recommended as a part of the future Plan for the
Site. Other background improvements will occur
along the surrounding transportation network
through various DDOT, WMATA, District government initiatives, and private developments which
will also help to serve the future needs of residents, office workers, and retail patrons versus
the previous needs of hospital workers and
patients.
Figure 4-175: Looking west on Aspen Street just east of

Luzon Avenue. Provided by Gorove/Slade Associates, Inc.
Figure 4-176: Looking north on Luzon Avenue at Aspen

Street. Provided by Gorove/Slade Associates, Inc.
Vehicular Access and Circulation

Recommendations
Access and circulation throughout the Site is
proposed to be improved from existing conditions. By opening each of the driveways to the
external road network, vehicular, pedestrian, and
bicycle traffic will be able to access the Site in
a more efficient manner, dispersing each to the
various entrances. This serves as an important
aspect of the Site that should be maintained in
order to ensure proper circulation throughout
the area. Available access directly from Aspen
3 . 4 T R A N S P O R TAT I O N R E C O M M E N D AT I O N S
and Fern Streets will serve to reduce the overall

impact of the heavily traveled Georgia Avenue
and 16th Street corridors. Further, circulation
throughout the Site will be facilitated with each of
the campus roadways being designed to accommodate two-way traffic.
As part of the vehicular access recommendations, DDOT should determine street functions/
classifications for existing and new roadways
within the Site. Minor arterials, collectors and
local designations for existing and new streets
should be anticipated.
Gate Access Modifications
The SAP calls for the existing gates into the former
WRAMC campus to be reopened and for the construction of several additional access points. At a
minimum, nine entrances will be provided to the
LRA Site. While the security perimeter surrounding this section of the former WRAMC campus
will be removed in order to connect the Site with
surrounding neighborhoods, activate the street
frontage along Georgia Avenue, and open up the
new developments to local traffic along off-road
facilities like sidewalks and shared use trails.
In order to maximize the on-street access capacity of the Site to serve the proposed mix of uses,
all of the entrances serving the Site are planned
to be operated as two-way full-access driveways.
Specific roadway design modifications will be
required to implement these operational changes
to the campus driveways, including traffic signal
redesigns, pavement marking modifications, and
geometric reconfigurations. These modifications
will also address the potential safety and operational impacts of traffic flow on the surrounding
neighborhood streets.
Internal Circulation
These proposed internal site connections are laid
out in a pattern similar to an urban grid with eastwest and north-south spine roads providing circu-
lation through the Site. The orientation of these

two-way roadways and the landscaping schemes
that are associated with them allow for improved
pedestrian and bicycle circulation within the Site.
Promoting a pedestrian-friendly and walkable
environment contributes to the positive identity
of the Site, helping to entice different business
owners, residents and employees to locate to the
Site.
The routing of the internal street network will be
configured to connect with the existing external street network at the LRA Site boundaries.
Although cut-through traffic will be possible with
the newly reconfigured streets, traffic calming
measures along these roadways will dissuade
drivers from utilizing site roadways and connecting neighborhood streets as an alternate
means of long-distance through travel. The lower
speeds that will result from these traffic calming
measures will also increase pedestrian comfort
and safety as well as the attractiveness of onstreet bicycle usage.
The level of connectivity within the former
WRAMC campus between the LRA Site and the
Department of State (DOS) Site directly to the
west will be determined based on coordination
with DOS, but at this time it is understood that
vehicle connectivity between the two Sites will
not be provided at Dahlia Street.
Roadway Cross Sections
New streets, proposed with wide rights-of-way
(ROWs) are recommended where new construction would occur and where the space is available. These ROWs will provide a wide distance
from face of building to curb, to provide ample
space for landscape features, clear zones for
building front yards or seating areas, pedestrian
circulation, and streetscape elements. Many of
the streets would include on-street parking and
bicycle lanes. Additionally, all ROWs would be 90
feet or greater to comply with DDOT standards.

Finally, wide ROWs make for streets filled with
natural light.1
As indicated in the Urban Design Guidelines for
each sub-area, illustratives of ROW concepts
help determine how best to utilize space for infrastructure, stormwater management, as feasible,
and pedestrian and bike connections.
Throughout the Site, roadway cross sections will
vary based on the available area for construction,
adjacent amenities, and land uses. Streets used
primarily for service deliveries and parking for
garages will represent the smallest cross section.
These will only include one travel lane in each
direction. Generally throughout the campus, this
width is established at 11 feet. Narrower widths
can be incorporated in some alleys while larger
widths can be provided to facilitate truck loading
if shown to be necessitated.
Those streets throughout the campus which
would see the largest cross section will include
the same 11-foot travel lanes in each direction,
on-street parking, and 5-foot dedicated bicycle
lanes. Given the goals of the campus to promote
bicycling and a significant number of on-street
parking spaces, a large portion of the future roadways would consist of this larger cross-section.
The remaining future on-campus roadways
would not provide either the on-street parking or
the dedicated bicycle lanes. The determination
of which roads have certain cross-sections will be
based on the needs of the buildings in the vicinity
of that roadway.
Main Drive is presently intended to be the only
roadway which will not be modified in the immediate future as the campus is redeveloped. Currently, the cross section of Main Drive is intended
to retain its historic alignment. Given the adjacent
Department of State Site to the north of Main
Drive, proximity of historic buildings and challeng-
119
ing topography, further studying and coordination

would likely be necessary to accommodate any
widening of Main Drive. See the Aspen Street
Urban Design Guidelines sub area for further
explanation of Main Drives proposed ROW.
Adjacent to the LRA Site, the only off-site roadway
cross-section which is intended on being modified is along the northern portion of Aspen Street
between Georgia Avenue and 16th Street.
Aspen Street, as recommended in the Aspen
Street Urban Design Guidelines Sub-Area,is proposed to be widened to accommodate one travel
lane in each direction, on-street parking and
dedicated bicycle lanes in both directions. As,
Aspen Street approaches both Georgia Avenue
and 16th Street, the on-street parking would be
replaced with turn lanes to accommodate turning
maneuvers.
Each of the street cross-sections proposed for
the former WRAMC campus are shown in Section
3.3: Urban Sub-Area Design Guidelines.
Transit Access and Circulation

Recommendations
The SAP recommendations anticipate the Sitess
proximity to existing and future transit service.
Although census data indicates that the current
non-auto mode share in the neighborhoods in
the vicinity of the Site is already 55%, improved
transit service within the Site and enhanced connections to adjacent transit services will help
to promote the Site as an attractive location for
employers, residents, and retail patrons.
Metrobus
Metrobus capacity concerns are raised in the
DCs Transit Future System Plan. Future developments proposed by WMATA will continue to
emphasize the Metro Express and Metro Extra
rapid bus services along Georgia Avenue and 16th
Street. In the short term, the Georgia Avenue and
120
Exhibit 4-177: Existing Transit Service

30s Line Evaluation report from December 2009

identified that additional rush hour bus service for
the Georgia Avenue Metro Extra line would mitigate overcrowding during the weekday morning
and afternoon peak periods. Enhancements like
the addition of buses to supplement service along
Georgia Avenue and the improvement of crosstown bus service connecting the Site to District
residents living east or west of the Site will help
to address capacity concerns raised in the DCs
Transit Future System Plan.
In addition to improving transit capacity within the
vicinity of the Site and adjacent neighborhoods,
transit improvements are proposed to improve
transit service to and from in the Site. As part
of the SAPs recommendation to widen Aspen
Street, DDOT will consider adding transit amenities like bus shelters should rider volumes at the
stops on Aspen Street warrant these enhancements.
Transit service will also be improved through the
reintroduction of the K1 Metrobus Line or a line
which operates in a similar manner. This line
provided service between the Takoma Metrorail
station and the former WRAMC campus, with
stops within the campus provided along Main
Drive prior to it being discontinued with the
closing of the campus.
Metrorail
While service within the Metrorail system will not
change as a direct result of the SAP, access to
the Takoma Metrorail station should be improved
through a variety of pedestrian, bicycle, and
bus transit enhancements. The K1 bus line
and improved connectivity between the former
WRAMC campus and Georgia Avenue will also
serve to ease the connection between the Site
and Metrorail transit.
Streetcar
Due to recent growth of population, jobs, and
retail in several neighborhoods in the District
over the last decade, the Districts infrastructure
is challenged with the need for transportation
investments to support the recent growth and to
further strengthen neighborhoods. In order to
facilitate streetcar operations into and throughout
the campus, future planning would be necessary
to establish appropriate routing, street design,
and final stop locations. In order to meet these
challenges and capitalize on future opportunities, DDOT has developed a plan to identify
transit challenges and opportunities and to recommend investments. The primary goals of this
effort are to provide satisfactory transit service
throughout the District, to expand high-quality,
high-frequency service to underserved areas,
and to catalyze growth in underdeveloped neighborhoods. These goals are outlined in the DCs
Transit Future System Plan report published by
DDOT in April 2010.
A key element of the DCs Transit Future System
Plan is the reestablishment of streetcar service
in the District. Currently a proposed streetcar
route along Georgia Avenue is scheduled to be
studied in a future phase of planning. Preliminary
streetcar system plans have explored a connection between the Takoma Metrorail station and
downtown DC along Georgia Avenue. While
the additional benefit of streetcar along Georgia
Avenue would serve as a significant addition to
an already robust transit system, incorporating
streetcar within the Site could serve as an even
larger amenity to the development program while
also further enhancing sustainability efforts and
catalyzing a sense of place for new development.
In order to facilitate streetcar operations onto and
throughout the campus, future planning would
be necessary to establish appropriate routing,
street design, and final stop locations. A poten-
tial location for a stop internal to the campus has

been identified along 12th Street between Elder
and Dahlia Streets. This internal loop, if feasible,
could further define the Town Center and establish a unique sense of vibrancy for the Site.
For the purposes of this Small Area Plan, a
streetcar line entering the Site from Georgia
Avenue is considered to be initially constructed
as an orphan line with a future connection to
the remaining streetcar network. A streetcar
vehicle maintenance facility would be required
to service vehicles as well as maintain safe and
secure vehicle storage. As part of this SAP planning process, two locations within the Site are
recommended to house a vehicle maintenance
facility (VMF) One of these locations would incorporate the VMF below grade in the vicinity of 13th
and Elder Streets, and the other location to be
studied would be in the vicinity of the Creative
and Arts area north of Aspen and 13th Streets,
an area presently with a cluster of industrial type
of buildings. Also in order to permit an orphan
line, future studies should include infrastructure
improvements to accommodate a maintenance
yard, turn around space for pocket tracks, power
stations, and space to ensure platforms are adequately placed and integrated to the streetscape.
Of course, future infrastructure studies may identify other possible streetcar alignments and locations for VMFs as the Site and surrounding area
develop over the next few years.
Truck Access and Circulation

Recommendations
Loading activities throughout the former WRAMC
campus should be conducted in such a way as
to minimize the disturbance to the pedestrian
environment and on-street traffic flow. To this
end, loading operations should be conducted off
of alleyways and service roadways to maintain
the safety of all modes of travel but especially for
121
pedestrians and cyclists by reducing the number

of curb cuts and therefore the number of disruptions to sidewalks and bicycle facilities. Where
possible, service and loading facilities should
share entrances with parking garages in order
to further reduce the disruption to pedestrian,
bicycle, and street operations.
Adequate off-street space for service and loading
vehicle maneuvering should be provided within
each parcel such that all ingress and egress
maneuvers can be conducted using pull-in and
pull-out movements only while alternative provisions for historic structures may need to be
developed on a case-by-case basis. Providing sufficient space for all ingress and egress
maneuvers to be conducted using forward movements removes the need for service and loading
vehicles to back onto or off of the street, thereby
reducing conflicts between backing trucks and
pedestrians, bikes, and automobiles and improving safety for all road users.
Loading facilities should be designed using all
applicable District design guidelines, including
zoning regulations for loading dock and service
area sizing and DDOT best practices for loading
operations. For further guidance on loading and
access see the Urban Design Guidelines Section.
Pedestrian Access and Circulation

Recommendations
Pedestrian connectivity and accessibility throughout the former WRAMC campus is essential for
a successful and sustainable project. While
access to the existing campus is completely
blocked from the community due to the security
constraints previously in place, the future Site
proposes improving pedestrian connectivity to
allow efficient circulation throughout while providing pedestrian accessibility consistent with DDOT
standards.
122
The most notable improvements will be the connection of new north-south and east-west linkages. The connection of Dahlia Street through
the Site will allow full access from Georgia
Avenue to the DOS parcel, while new connections along Fern Street and Aspen Street will
improve access to Georgia Avenue. The new
network of north-south connections through the
Site will provide pedestrian connections between
Aspen Street and Fern Street along 12th and 13th
Streets. Additional street access within the Site
will include connections to Luzon Avenue, and
14th Place. This collection of penetrating streets
and pathways will provide direct access into the
Site from Georgia Avenue and from the adjacent
neighborhoods to the north and south.
The landscape component of the Reuse Plan
identified a series of off-street sidewalks and
mixed-use pedestrian and bicycle paths to facilitate circulation throughout the Site and connectivity to the adjoining streets, including Georgia
Avenue, 16th Street, Fern Street and Aspen
Street. Per DDOT standards, these mixed-use
pedestrian and bicycle paths will be required to
be designed to a minimum width of 10 feet.
There are also a number of noted deficiencies
in the existing conditions connecting the former
WRAMC campus to its surroundings. Most
notably, Aspen Street was identified for widening and improvement on the LRA Site side. The
recommendation is to include sidewalks and onstreet parking on the north side of Aspen as well
as bike lanes on the street.
The combination of sidewalks along the LRA Site
street network and off-street sidewalks and trails
that are recommended is designed to provide
the necessary linkages between the campus
developments and the surrounding community
and transit services. To this end, wayfinding
signage will also be included throughout the Site
to guide pedestrians to regional destinations like
the Georgia Avenue commercial corridor and to

transit services like major Metrobus lines and the
Takoma Metrorail station. These future improvements will ensure the community and visitors
to the Site are able to conveniently access the
campus.
Bicycle Access and Circulation

Recommendations
Similar to the pedestrian network discussed
above, the existing bicycle network around the
former WRAMC campus has been blocked by the
existing security constraints. In the future, these
will be removed allowing for an efficient and
complete set of bicycle facilities. The expanded
street circulation network throughout the Site
will provide enhanced connectivity for cyclists.
New routes along all site roadways will provide
continuous connections across the Site for both
north-south and east-west travelers.
The SAP specifies in a later section that on-street
bike lanes should be provided wherever possible
in order to provide efficient and protected routes
to cyclists. Where space does not exist within
the roadway cross-section for dedicated bicycle
lanes, it calls for alternate treatments to ensure
the safety of cyclists. These treatments include
shared lane facilities marked by sharrows to
indicate that cars should share travel lanes with
bicycles or widened sidewalks to provide shared
off-road facilities for both pedestrians and cyclists.
Connections can also be made from the edge of
the Site to new external bicycle facilities proposed
as a part of the 2005 Bicycle Master Plan. These
facilities include bicycle lanes to be included as
a part of the reconstruction of Aspen Street and
new multi-use trails traveling north-south along
16th Street through the eastern edge of Rock
Creek Park and east-west along Missouri Avenue
and Military Road connecting Rock Creek Park
7thSt
8thSt
9thSt
Geranium St
12thSt
13thSt
14thSt
16 th St
Potential Bikeshare Station

Floral St
Pi n
ey
Br
an
ch
Rd
Av
e
Al
as
ka
7thSt
ECam
er on
Dr
Ma
in
Dr
Cedar St
KEY NOTES
Butternut St
Construct on-site bicycle facilities: 5-foot

bike lanes, shared use sidewalks, signed
bicycle routes, etc.
Possible Bikeshare stations located

along Georgia Avenue near residences
and major employment centers to
connect site to Takoma Metrorail Station
and surrounding neighborhood.
Reconstruct Aspen Street to include

5-foot bicycle lanes in both directions.
Possible Bikeshare station located along

Aspen Street near residences to connect
site to existing bicycle lanes.
Connect on-campus network to existing

bicycle lanes along 14th Street.
Whittier St
VannBuren St
Underwood St
5thSt
6thSt
7thSt
7thPl
8thSt
Lu
zon
Av
e
Aspen St
Georgia Ave
13thPl
Fort Stevens
Recreation
Center
13thSt
Whittier St
Van Buren St
8thSt
9thSt
12thSt
n Dr
14thSt
th St
Whittier Pl
Takoma
14thPl
Aspen St
Dahlia
Dahli
W
Ca
me
ro
Dahlia St
n Dr
Mai
d
ir R
Bl a
Elder St
Elder St
Fern Pl
Fern St
13thSt
ROCK CREEK PARK
Line
Red
tro
Me
Holly St
NOTTOSCALE
BICYCLE
RECOMMENDATIONS
Underwood St
Exhibit 4-178: Bicycle Recommendations with proposed plan. Source: DDOT, Gorove/Slade.
123
and its trail network to the Metropolitan Branch

Trail near Fort Totten.
Parking and Car-Sharing

Recommendation
The existing WRAMC campus features a
number of parking facilities, including several
large underground garages within the LRA Site.
These facilities will remain on the Site following
the demolition of their associated buildings. New
parking facilities will supplement the existing
garages and replace any parking that must be
displaced due to major incompatibilities between
existing parking structures and proposed new
developments.
Parking Supply and Demand
The former WRAMC Site will generate the need
to provide parking on-site and within a reasonable walking distance to the specific programs on
campus. In the early phases of redevelopment
of the former WRAMC campus, it is likely that
parking demand will be at higher levels compared
to when the campus is fully redeveloped and
enhanced transit services are fully operational in
the vicinity of the Site.
In order to address this situation, the following
parking ratios for the major land use categories
within the Site were employed to identify an initial
parking demand goal to be reached with the proposed parking plan:
Synergy between the various land uses

on-site will reduce the number of trips with
external origins or destinations, thereby
reducing the need for parking within the
former WRAMC campus.
Phased parking would allow for higher
parking ratios initially, with lower parking
rates employed as future developments are
constructed and the built parking facilities
can be more effectively shared between
complimentary uses with different peaks for
parking demand like office and residential
space.
Implementation of aggressive Transportation
Demand Management (TDM) measures that
include parking demand strategies, updated
zoning requirements, paid parking requirements, and transit incentives will help actualize the cost of parking and encourage the
use of alternate travel modes by minimizing
excess parking supply.
Because of these factors, it is anticipated that the
ultimate parking demand would be lowered over
time as the Site is developed. The parking ratios
for the major land uses within the Site would ultimately be as low as the following parking ratios:
1.5 spaces per 1,000 s.f. of retail
3.0 spaces per 1,000 s.f. of retail
1.0 space per 1,000 s.f. of office
2.0 spaces per 1,000 s.f. of office
0.5 spaces per apartment unit
0.7 space per apartment unit

These initial parameters yielded a future parking
demand of approximately 3,411 parking spaces.
However, with the ultimate build- out of the development program, this total demand would be
reduced because of a variety of factors.
124
Transit enhancements in the vicinity of the

LRA Site will likely increase the share of trips
made by non-auto modes.
The parking demand resulting from these lower

parking ratios would be in the range of 2,377
parking spaces. The redevelopment of the
former WRAMC campus proposes maintaining
1,566 structured parking spaces from the parking
facilities present at the former Walter Reed Army
Medical Center. A further 300 new curbside
parking spaces will be developed with the new

internal street network.
The resulting total supply of 1,866 spaces that
include the new curbside spaces and the maintained structured spaces will need to be supplemented with new parking as the Site is developed
over time. Between 451 and 1,545 new parking
spaces will need to be built as new development
parcels are constructed in order to meet the
ultimate parking demand of between 2,317 and
3,411 parking spaces.
Transportation Management
Plan
In order to address the future traffic and parking
demand associated with the projected program
of uses, a Transportation Management Plan
(TMP) as indicated in the TIS report (Appendix
C) will be fully developed to manage the different
modes serving the Site. The TMP is comprised
of several elements including a strategy to serve
on-site parking demand, a system for managing
loading operations, and aggressive Transportation Demand Management (TDM) measures.
These TDM measures serve as the key elements
of the TMP and will promote alternative commuting options for the residents, visitors, and
employees associated with the planned Walter
Reed campus uses.
In order to address the implementation of a TMP,
the following TDM measures, which make up the
TMP, have been identified as potential TMP elements that can be implemented as new buildings
and projects are developed and eventually occupied. For additional details on the TMP, see the
TIS Report located in Appendix C.
Transportation Coordinator
Individual new developments will designate a
Transportation Coordinator, usually someone
from the building management, to implement

the TDM measures and act as a point-of-contact
for DDOT. DDOT will expect the Coordinator to
provide and keep current their contact information
and be able to explain and provide car-sharing,
ridesharing, bicycling, transit, and other information as needed.
considered for bicycle users and other modes

where possible. Another parking disincentive is
unbundling parking from residential properties
having it be a separate line item from rent, or
pricing them individually for condos.
are commuters themselves. Special parking

arrangements are often required due to height
and length of the van.
Shuttle Service
Information Center
Shuttle services are used to make connections

to transit or to remote parking where distance or
topography discourage walking or biking or make
these modes impractical. Shuttles are also used
to facilitate movement around campuses and
between other campuses or off-site facilities to
lessen the desire for driving and to promote a
park once behavior for those that drive. Shuttles act as feeders to the larger transit system or
meet the particular needs of a user group. As
an option for the former WRAMC campus a dedicated shuttle could be provided between the Site
and the Takoma Metrorail station.
Car sharing is a means of short-term car rental

meant to serve local, short duration trips. Vehicles are owned and maintained by a private
company. Individuals pay a membership fee
and are charged a use fee each time a vehicle is
shared. The use fee is based on mileage and
vehicle type and covers all expenses including
fuel and insurance. Vehicles are located at strategic locations on street and in private parking
facilities. Users must reserve a specific vehicle in
advance and are required to return them on time
to the same place or a penalty is charged so as
to not disrupt the next person that has reserved
the car.
A transportation information center is a designated area on-site that provides information on

transportation options and details specific TDM
measures. This can be accomplished via a kiosk
in a building lobby. The center could also include
a taxi call service and an electronic display sign
that might real-time transit information for the
closest bus or rail stops. For larger developments, this information can also be contained on
a website.
Business Center
A business center in hotels and residential developments can eliminate potential trips, especially
for telecommuters. A center should be on-site
and include at minimum a fax, copier, computer,
printer, and internet service.
Transit Incentives
Other than providing information on transit serving
the Site, a development can provide monetary
incentives. This is usually done in the form of
providing SmarTrip cards to new employees or
residents pre-loaded with a value of $20 to $50 or
higher if deemed appropriate.
Parking Disincentives
Parking disincentives include charging market
rate for parking. If a subsidy or free parking is
provided, then an equal subsidy should be provided for transit. Alternate subsidies should be
Carpooling
The goal of carpooling is to increase vehicle occupancy thereby reducing the number of vehicular
trips generated because the same number of
people is transported by fewer vehicles. Incentives to carpoolers typically include preferential
parking spots and the use of HOV facilities on
commuter routes to reduce commuting time.
The development can also provide ride-matching
services. The vehicles used for carpooling are
privately owned and insured by the driver.
Vanpooling
Vanpooling is similar to carpooling; however, more
people are transported in a larger vehicle which
is owned and maintained by a private company.
Users are matched based on their origin and
destination. A monthly fee is charged to users
to cover the operational and insurance expenses.
Drivers are prescreened by the company and
Car Sharing
Bicycle Parking
Bicycle parking typically includes covered, secure
bike parking for long term users like residents
and commuters along with external bike racks
located in publicly accessible areas for short-term
visitors. On-site shower facilities are also generally provided for commuters as an amenity to the
commercial developments.
Bicycle Sharing
Similar to car sharing, bike sharing is a program
by which bicycles are used in common. As part of
the Capital Bikeshare program, users must pay a
membership fee and are charged a usage fee at
the time of use. Unlike car sharing, bikes can be
returned at any location where there is an open
parking spot.
125
Bicycle Station
A bike station is a facility that includes bike parking,
equipment sales and on-site bike mechanic. Bike
stations are typically placed at intermodal facilities like rail stations where commuters arriving to
the city by train can store a bicycle for long-term
periods and use it to complete their commute.
Pedestrian Accommodations
Sidewalks and building entrances within the
campus should relate well with pedestrian desire
lines. Building entrances near corners will reduce
the tendency to jay walk. Curb cuts that interrupt
the pedestrian environment should be minimized
and avoided if possible, particularly in the case
of service access that may need to back across
the sidewalk. The goal is to elevate the importance of pedestrian circulation and access rather
than giving vehicular access the highest priority.
Care should also be taken to ensure that building
entrances activate street frontages, especially
along existing commercial corridors.
Bus Stop Improvement

Amenities should be provided for transit users
wherever possible, both where warranted by
existing transit ridership and where improvement
in transit attractiveness is desired to increase use
of transit services. Features like bus shelters help
to improve the transit experience. Informational
displays like transit service maps help orient new
users or visitors to the local transit system, while
local area maps help greet riders disembarking
from transit with wayfinding information about
local attractions and destinations.
Monitoring
Marketing transportation options is a big part of
the transportation coordinators responsibility, but
understanding how effective the TDM program is
126
requires monitoring. This typically includes an

annual survey of the population to understand
what modes are being used and what types of
trips are being generated. This process allows a
better understanding of the success of the TDM
program and helps determine how to best use
resources to improve effectiveness in the future.
(Monitoring is generally included in the zoning).
Parking Recommendations
The Reuse Plan works under the assumption
that all new buildings would be constructed with
parking garages below grade. There are two
existing parking garages that can be reused;
Building 14s with 450 spaces and the two-level
parking garage of Building 2, which will be demolished, providing approximately 1,030 spaces (see
Exhibit 4-178: Parking Plan on page 127). The
surface lot behind Building 11 would be reduced
by over half its capacity and will be used by the
Public Benefit Conveyance applicants who would
occupy that building. This would be the only
surface lot on the Site.
The anticipated parking demand ranges from
2,200 to 3,200 spaces, from a low to a high
ratio of parking spaces per gross square feet, as
shown in the Transportation Impact Study (see
Appendix). The Reuse Plan accommodates
approximately 2,600 spaces in parking garages
and in Building 11s surface lot. On-street
parking would add an additional 300 spaces.
This increases the total site parking provision to
approximately 2,900 spaces, positioned closer to
the high range of the parking demand per TIS.
ENDNOTES
1. This Small Area Plan includes suggestions for the width of
ROWs in certain areas of the former WRAMC; however, this
may be adjusted by DDOT once more concrete plans for the
actual site neighborhoods are established.
12TH ST. N.W.
FERNFERN
ST. N.W.
ST. N.W.
12TH ST. N.W.
13TH ST. N.W.
13TH ST. N.W.
14TH ST. N.W.
14TH ST. N.W.
PROPOSED PARKING PLAN
1 LEVEL
1 LEVEL
23 SPACES
23 SPACES
0.5 RATIO
0.5 RATIO
1 SPACE/TOWNHOME
1 SPACE/TOWNHOME
ELDER
ELDER
ST. N.W.
ST. N.W.
P1 P1
P2 P2
1 LEVEL
1 LEVEL
119 119
SPACES
SPACES
0.001
0.001
RATIO
RATIO
1 LEVEL
1 LEVEL
65 SPACES
65 SPACES
0.5 RATIO
0.5 RATIO
DAHLIA
DAHLIA
ST. N.W.
ST. N.W.
1 LEVEL
1 LEVEL
31 SPACES
31 SPACES
ANDAND
7 7
SURFACE
SURFACE
SPACES
SPACES
100
200
200
300
300
400
400
Exhibit 4-179: Parking Plan Source: Perkins+Will
E. CAM
E. N.W.
DR
.N
1 LEVEL
1 LEVEL
135 135
SPACES
SPACES
0.5 RATIO
0.5 RATIO
13TH PL. N.W.
13TH PL. N.W.
ASPEN
ASPEN
ST. N.W.
ST. N.W.
13TH ST. N.W.
13TH ST. N.W.
14TH PL. N.W.

LU
ZO
N
AV
LU
E.
ZO
N.
N
W
AV
.
E.
N.
W
.
1 LEVELS
1 LEVELS
62 SPACES
62 SPACES
0.5 RATIO
0.5 RATIO
14TH PL. N.W.
14TH ST. N.W.
14TH ST. N.W.

100
0
NW
NW
ME ME
R ON R ON
DR. DR.
ER O N
ER O N
C
W.
C
W.
DR
.N
1 LEVEL
1 LEVEL
94 SPACES
94 SPACES
0.5 RATIO
0.5 RATIO
GEORGIA AV
.
.
. N.W. N.W
DR DR
N
AI
N
AI
3 LEVELS
3 LEVELS
342 342
SP SP
338 338
SP LOW
SP LOW
TARGET
TARGET
E. CAM
16TH ST. N.W.
16TH ST. N.W.
E. N.W.
1 LEVEL
1 LEVEL
52 SPACES
52 SPACES
0.5 RATIO
0.5 RATIO
450 450
SPACES
SPACES
EXISTING
EXISTING
GARAGE
GARAGE
105 105
SURFACE
SURFACE
SPACES
SPACES
SPACES
SPACES
- HI
- HI
TARGET
TARGET
1,030
1,030
SPACES
SPACES
- 1,227
- 1,227
755 755
SPACES
SPACES
- LOW
- LOW
TARGET
TARGET
GEORGIA AV
AL
AS
KA
AL
AV
AS
E
N.
KA
W
AV
.
E
N.
W
.
1 LEVEL
1 LEVEL
43 SPACES
43 SPACES
0.560.56
RATIO
RATIO
ASPEN
ASPEN
ST. ST.
Parking
Parking
Reuse
Reuse
Parking
Parking
Below
Below
Grade
Grade
Surface
Surface
Parking
Parking
127

Government of the District of Colum bia

IMPLEMENTATION
130
Implementation
Considerations
4.1 Urban Design

Principles
The former Walter Reed Army Medical Center

(WRAMC) Small Area Plan (SAP) provides a
foundation for preserving and enhancing the
best of the Sites historic setting, while making
the most of opportunities that come with new,
sustainable development. Implementation of the
SAP will require a planned and coordinated effort
involving the Walter Reed LRA, specific District
agencies, the community as a whole, and key
stakeholders, including the master developer,
private sector entities and federal partners.
The urban design principles contained in the SAP

are meant to be implemented in a way that is
financially and technically feasible, and sustained
over time. All new development projects will be
subject to the development standards and design
guidelines contained in Chapter 3 of this SAP. As
the development process is undertaken, entities
such as the Historic Preservation Review Board
and the Zoning Commission will play a role in
reviewing and approving project design.
WA LTER R EED A R MY MED I C A L
C EN TER
4.2 Land Use and

Transportation
Recommendations
The following Implementation Table (Table
5-179: Implementation Table on page 131)
summarizes the land use and transportation
recommendations included in the SAP. Each
recommendation includes the responsible implementation parties, partnership opportunities,
need of public funding, and projected timeframes.
The timeframe categories for implementation are
Short-term (1-2 years), Mid-term (2-5 years),
Long-term (5+ years), and on-going. Full implementation of some recommendations will vary
depending on the availability of District government and other resources, market conditions/
forces, master developer actions, and general
development activity.
4 . I M P L E M E N T AT I O N
I M P L E M E N T AT I O N C O N S I D E R AT I O N S
4.3 Implementation Table

Recommendation
Lead Agency/
Organization
Partners
Public Funding
Needed
Timeframe
Land Use
Change Comp Plan Land Use designation for the Site pursuant to
OP
Exhibit Proposed Comprehensive Plan Land Use Designations map
OZ, Zoning
Commission
Short-term
Initiate and establish zoning for the Site pursuant to the recommended Comp Plan Land Use Designations in Exhibit Proposed
Comprehensive Plan Land Use Designations map
OP, Zoning Commission
OZ, Zoning
Commission
Short-term
Pursue interim uses to activate the Site in advance of the conveyance; develop and submit an Interim Use Plan to the Army for review
and approval
DMPED, OP
Army,
Short-term
DCCAH
Transportation
Comply with the recommendations of the August 15, 2012, Transportation Impact Study
Master Developer
DDOT
On-going
Determine street functions and classifications for existing and new

roadways
DDOT
FHWA, Master
Developer
Long-term
Determine feasibility of reopening existing gates and constructing

new ones
Master Developer
DC SHPO, DDOT,
OP
Short-term
Conduct further analysis to determine any widening of Main Drive
Master Developer
DDOT, DC SHPO,
HPRB, DMPED
Short-term
Widen Aspen Street to accommodate one travel lane in each direction, on-street parking and dedicated 5-foot bike lanes in each
direction
DDOT or Master
Developer
DMPED
Require 75 feet or greater ROWs to comply with DDOT standards

and to encourage best ways to utilize space for infrastructure, stormwater management and pedestrian/bike connections
Master Developer
DDOT, DC SHPO
Short-term,
On-going
Improve multi-modal access and circulation throughout the Site,

including 2-way, east-west, north-south internal site connections
Master Developer
DDOT, DOS
Mid-term, On-going
Undertake additional Streetcar analysis to determine routing, street

design, and final stop locations
DDOT
DMPED, Master
Developer
TBD
Long-term
Require Streetcar Vehicle Maintenance Facility on-site, should a final

Streetcar route be determined for Georgia and/or internal to the Site
Master Developer
DDOT
Long-term
Accommodate new parking on site. Discourage surface parking lots

and encourage structured parking.
Master Developer
DDOT, DMPED
Mid-term or Longterm (depending on

funding strategy)
On-going
Table 5-180: Implementation Table. Source: Office of Planning.
C EN TER
4 . 3 I M P L E M E N T AT I O N T A B L E
Recommendation
Lead Agency/
Organization
Partners
Public Funding
Needed
Timeframe
Implement a Parking Strategy to re-use existing parking, maximizing

shared parking patterns, and provide new on- and off-street parking
Master Developer
DDOT
Mid-term, On-going
Address intersection capacity constraints through mitigation:

Widening of Aspen Street to the north
Master Developer
DDOT
Mid-term
Master Developer
DDOT
On-going
Execute a Construction Vehicle Management Plan
Master Developer
DDOT
Mid-term
Encourage truck loading operations to be conducted off of alleyways

and service roadways
Master Developer
DDOT
Mid-term,
On-going
Encourage shared service and loading facilities entrances with

parking garages
Master Developer
DDOT
Mid-term, On-going
Provide sufficient space for all ingress and egress truck movements
to be maneuvers to be conducted using forward movements
Master Developer
DDOT
Mid-term, On-going
Improve pedestrian connections along east-west and north-south

pedestrian routes, such as expanding sidewalk widths, removing
obstructions, installing and upgrading crosswalks at intersections,
and installing traffic calming measures
Master Developer
DDOT, OP, DOS
Mid-term, Long-term
Implement Leading Pedestrian Intervals (LPIs) at signalized crossings along Georgia Avenue and 16th Street
DDOT
Master Developer
Mid-term, Long-term
Provide wayfinding signage to guide pedestrians to destinations like

Georgia Avenue and the Takoma Metro Station
Master Developer
DDOT, DC SHPO,
OP
Mid-term, On-going
Construct on-site bike facilities, per the 2005 Bicycle Master Plan,
including 5-foot bike lanes, shared use sidewalks and signed bike
routes
Master Developer
DDOT
Mid-term, Long-term
As Bikeshare is expanded, locate bikeshare stations along Georgia

Avenue, near residences and major employment centers to connect
to Takoma Metro at Dahlia and Butternut Streets
Master Developer
DDOT
Mid-term, Long-term
Connect on-campus network to existing bike lanes along 14th Street
Master Developer
DDOT
Mid-term, Long-term
Create a Transportation Demand Management (TDM) Plan and

implement TDM measures for all development
Master Developer
DDOT
On-going
Right-turn lanes and left-turn lanes

Signal retiming at specific intersections and corridors
Address potential cut-through traffic issues by traffic calming and
traffic diversion measures:
Peak period and permanent turn restrictions
Strategic placement of speed humps/bumps
Cross-section narrowing
132
C EN TER
Recommendation
Lead Agency/
Organization
Partners
Public Funding
Needed
Timeframe
Undertake a Traffic Monitoring Program to determine any additional

TDM measures to implement
Master Developer
DDOT
Mid-term
Designate a Transportation Coordinator to implement TDM measures

and act as a point of contact for DDOT
Master Developer
DDOT
Mid-term
Conduct an annual survey of the Sites users to determine how best

to meet TDM goals
Master Developer
DDOT
On-going
Designate a transportation information center on-site
Master Developer
DDOT
Mid-term, Long-term
Provide an on-site business center to eliminate potential trips
Master Developer
DDOT
Mid-term, Long-term
Provide transit incentives to new employees
Master Developer
DDOT
Mid-term, On-going
Provide parking disincentives
Master Developer
DDOT
Mid-term, On-going
Determine Shuttle Service options between the Site and the Takoma
Metrorail station
Master Developer
DDOT
Mid-term, Long-term
Reduce the number of vehicular trips through Carpooling and

Vanpooling options
Master Developer
DDOT
Mid-term, On-going
Locate carsharing and bikesharing options within the Site
Master Developer
DDOT
Mid-term, On-going
Locate bike racks in publicly accessible areas
Master Developer
DDOT
Mid-term, On-going
Require bike amenities such as on-site shower facilities and bike

stations where appropriate
Master Developer
DDOT
Mid-term, On-going
Provide bus amenities for users, such as bus shelters, signage, and
maps
Master Developer,
WMATA
DDOT, WMATA
Mid-term
Encourage pedestrian circulation through: active building entrances

at the street, safe pedestrian crossings
Master Developer
DDOT, OP, DMPED
Mid-term, Long-term
As part of the vehicular access recommendations, DDOT should

determine street functions/classifications for existing and new roadways within the Site. Minor arterials, collectors and local designations
for existing and new streets should be anticipated.
DDOT
FHWA
Mid-term
C EN TER
GLOSSARY, APPENDICES & INDICES
GLOSSARY
ACRONYM
136
MEANING
ACRONYM
MEANING
ACRONYM
MEANING
ACHP
Advisory Council on Historic

Preservation
DO
Development Opportunity
LRA
Local Redevelopment Authority
ADA
Americans with Disabilities Act
DOD
Department of Defense
MARSSIM
AFIP
Armed Forces Institute of

Pathology
DOIM
Directorate of Information
Management
Multi-Agency Radiation Survey

and Site Investigation Manual
mBtu
Million British Thermal Units
AMI
Average Median Income
DOS
Department of State
mCi
milliCurie
ASHRAE
American Society of
Heating, Refrigeration, and
Air-Conditioning Engineers
DPW
Department of Public Works
MLS
Multiple Listing Service
ECP
Environmental Condition of
Property
ND
Neighborhood Development
EMCS
Energy Management Control

System
NE
Northeast
NEPA
FHA
Federal Highway Administration
National Environmental Policy

Act
FMC
Foreign Mission Center
NNMC
National Naval Medical Center
GSA
General Services Administration
NOI
Notice of Interest
GSF
Gross Square Feet
NW
Northwest
HAP
Homeless Assistance Providers
O&M
Operation and Maintenance
HOV
High-Occupancy Vehicle
OEA
Office of Economic Adjustment
HPO
Health Physics Office
OP
Office of Planning
hr
Hour
OZ
Office of Zoning
HUD
United States Department

of Housing and Urban
Development
PBC
Public Benefit Conveyance
PCB
Poly-Chlorinated Biphenyl
PEPCO
Potomac Electric Power

Company
Ave
Avenue
BRAC
Base Realignment and Closure
BRT
Bus Rapid Transit
CAP
Corrective Action Plan
CCHP
Combined Cooling, Heating and

Power Plant
CFR
Code of Federal Regulations
DCCAH
District of Columbia Commission

on the Arts & Humanities
DC
District of Columbia
DC SHPO
District of Columbia State

Historic Preservation Office
DC Water
District of Columbia Water and

Sewer Authority
ICC
International Chancery Center
DC-FEMS
District of Columbia Fire and

Emergency Medical Services
kV
Kilovolts
PHC
Public Health Command

Pounds per Square Foot
District of Columbia Municipal

Regulations
Latin American Montessori

Bilingual
PSF
DCMR
LAMB
PSIG
Pounds per Square Inch Gauge
DDOE
District Department of
Environment
LBA
Legally Binding Agreement
PUD
Planned Unit Development
LBC
Living Building Challenge
PVC
Polyvinyl Chloride
DDOH
District of Columbia Department

of Health
LBP
Lead-Based Paint
RAM
Radioactive Materials
lbs
Pounds
RCC
Radiation Control Committee
DDOT
District Department of
Transportation
LEED
Leadership in Energy and

Environmental Design
RCP
Reinforced Concrete Pipe
Low Impact Development
Road
Deputy Mayor for Planning and

Economic Development
LID
Rd
DMPED
continued.....
5 . G L O S S A R Y, A P P E N D I C E S & I N D I C E S
Glossary continued...
ACRONYM
MEANING
ROW
Right-of-way
RPP
Residential Parking Permits
SEP
Supplemental Environmental
Project
SF
Square Feet
SOME
So Others Might Eat
St
Street
TDM
Transportation Demand
Management
THC
Transitional Housing
Corporation
TMP
Transportation Management
Plan
US Army
United States Army
US EPA
United States Environmental

Protection Agency
USAIDR
United States Army Institute of

Dental Research
USAIDR
United States Army Institute of

Dental Research
USCOE
United States Corps of

Engineers
USGBC
United States Green Building

Council
Volts
WMATA
Washington Metropolitan Area

Transit Authority
WRAMC
Walter Reed Army Medical

Center
WRNMMC
Walter Reed National Military

Medical Center
ZEB
Zero Energy Building
137
APPENDICES
A. Walter Reed Army Medical Center (WRAMC) Reuse Plan
2012 (July 13, 2012)
B. Walter Reed Army Medical Center Re-Use - Market Study
(December 2011)
C. Transportation Impact Study (August 15, 2012)
138
FIGURE LABEL INDEX
Figure A-01: Vision and Goals................................................................................................................................................... 3

Figure A-10: Integrate Sustainable Strategies. Source: Perkins+Will. ...................................................................................... 7
Figure A-11: Urban Agriculture (example). Common Good Farm, DC. Source: http://www.flickr.com/photos/christinboggs/
sets/72157626780055856/detail/............................................................................................................................................... 7
Figure A-12: Potential Stormwater/Water Feature (example). Tanners Springs Park, Portland, OR. Source: http://
fabulousportland.com/2010/02/19/sunshine-makes-me-happy/................................................................................................. 7
Figure A-14: Looking Northwest on Main Street. Source: Gorove Slade ............................................................................... 10
Figure A-15: Looking south on Georgia avenue near Fern Place Source: Gorove Slade....................................................... 10
Figure A-16: Looking southwest on Dahlia Street near 14th Street Source: Gorove Slade.................................................... 10
Figure A-17: Walter Reed Location.......................................................................................................................................... 11

Figure 2-18: Walter Reed Location.......................................................................................................................................... 14
Figure 2-19: Site Boundaries and Areas.................................................................................................................................. 14
Figure 2-20: Community Workshops. Source: Perkins+Will. .................................................................................................. 16
Figure 2-21: Goals................................................................................................................................................................... 17
Figure 2-22: Linear Park, Treasure Island, San Francisco...................................................................................................... 18
Figure 2-23: Residential Mews, Treasure Island, San Francisco............................................................................................ 18
Figure 3-29: Aerial Photo Looking Southwest.......................................................................................................................... 26
Figure 3-35: Historic Site Plan; undated, but prior to 1915. The heavy black line identifies The present day perimeter of the
Walter Reed campus Source: Library of Congress, Evans & Bartle map of the District produced
between 1892 and 1894........................................................................................................................................................... 32
Figure 3-36: 1927 Site Plan..................................................................................................................................................... 32
Figure 3-37: Post 1977 Historic Photo..................................................................................................................................... 33
Figure 3-38: 1915 Historic Photo from Southeast.................................................................................................................... 33
Figure 3-39: 1915-22 Historic Aerial Photo from South........................................................................................................... 33
Figure 3-40: Timeline diagram showing the history of the Walter Reed campus and identifying the Period of historic
Significance. Source: Oehrlein & Associates Architects.......................................................................................................... 34
Figure 3-46: All above Building 1. Source: Perkins+Will....................................................................................................... 41
Figure 3-48: View of service station following construction, dated 1942. Source: National Museum of Health and Medicine,
AFIP, WRAMC History Collection............................................................................................................................................. 41
Figure 3-49: Building 82. Source: National Museum of Health and Medicine, AFIP, WRAMC History Collection.................. 41
Figure 3-47: View of front elevation of Building 82, dated May 2010. Source: Oehrlein & Associates Architects.................. 41
Figure 3-53: View of Building 7, dated circa World War I. Source: Walter Reed Directorate of Public Works Archives, Box
#1, Folder #12, 09-4673........................................................................................................................................................... 42
Figure 3-50: Building 7. Source: Oehrlein & Associates Architects........................................................................................ 42
Figure 3-54: Building 7. Source: Oehrlein & Associates Architects........................................................................................ 42
Figure 3-51: All above Building 8 & 9. Source: Oehrlein & Associates Architects............................................................... 42
Figure 3-55: Historic photograph showing east elevation of the Central Heating Plant, dated October 11, 1922. Source:
Walter Reed Directorate of Public Works Archives, Box#1, Folder#16................................................................................... 42
Figure 3-52: All above Building 15. Source: Oehrlein & Associates Architects................................................................... 42
139
Figure 3-59: View of west elevation of Building 17, dated May 2010. Source: Oehrlein & Associates Architects.................. 43
Figure 3-56: View of main entrance at Building 17, dated May 2010. Source: Oehrlein & Associates Architects. ................ 43
Figure 3-60: View of Building 11 under construction, dated April 8, 1931. Source: National Archives and Record
Administration, SC 590550...................................................................................................................................................... 43
Figure 3-61: View of Building 11 under construction, dated May 2010. Source: Oehrlein & Associates Architects................ 43
Figure 3-57: Building 11. Source: Oehrlein & Associates Architects....................................................................................... 43
Figure 3-58: All above Building 45. Source: Oehrlein & Associates Architects.................................................................... 43
Figure 3-62: All above Building 6. Source: Oehrlein & Associates Architects...................................................................... 44
Figure 3-63: Building 2 and the west end building 4 which is the green roof of the parking garage. Source: Perkins+Will... 44
Figure 3-64: Parking access ramp on Georgia Avenue side of the garage. Source: Perkins+Will......................................... 44
Figure 3-65: Parking garage interior. Source: Perkins+Will..................................................................................................... 44
Figure 3-66: Building 2A with building 2 in the background..................................................................................................... 45
Figure 3-69: Rear of Building 2A with building 2 on the right.................................................................................................. 45
Figure 3-67: View of the entrance to the Child Development on the east end of building 88................................................. 45
Figure 3-68: View of the former gymnasium and natatorium in building 88............................................................................ 45
Figure 3-71: Hoff Memorial Fountain. Source Perkins+Will. ................................................................................................... 47
Figure 3-72: The Great Lawn. Source Perkins+Will. .............................................................................................................. 47
Figure 3-73: The Great Lawn. Source Perkins+Will. .............................................................................................................. 47
Figure 3-74: The Rose Garden in the Great Lawn. Source Perkins+Will. .............................................................................. 47
Figure 3-78: Demand-supported program ............................................................................................................................. 54
Figure 3-79: Contingent Program Summary............................................................................................................................ 55
Figure 4-88: Urban Agriculture (example). Common Good Farm, DC. Source: http://www.flickr.com/photos/christinboggs/
sets/72157626780055856/detail/............................................................................................................................................. 71
Figure 4-89: Rain Garden in Lansing, MI. ...................................................................................................................................
Provided by Wiles Mensch Corporation - DC. ........................................................................................................................ 71
Figure 4-90: Potential Stormwater/Water Feature (example). Tanners Springs Park, Portland, OR. Source: http://
fabulousportland.com/2010/02/19/sunshine-makes-me-happy/............................................................................................... 71
Figure 4-95: View looking north along Fern St. at a three-story residence just east of 13th St. Source: Perkins+Will. ........ 77
Figure 4-98: View looking north along Fern St. at duplex homes just west of Georgia Ave. Source: Perkins+Will. .............. 77
Figure 4-96: View looking north along Fern St. at three-story residences in between 13th St. and 12th. St. Source:
Perkins+Will. ........................................................................................................................................................................... 77
Figure 4-99: View looking north along Fern St. at duplex homes just west of Georgia Ave. Source: Perkins+Will. .............. 77
Figure 4-97: View looking north along Fern St. at a two-story residence in between 13th St. and 12th. St. Source:
Perkins+Will. ........................................................................................................................................................................... 77
Figure 4-109: Town Center. Source: Perkins+Will and Lee & Associates, Inc........................................................................ 83
Figure 4-110: View of the Town Center from across Georgia Avenue. Source: Perkins+Will and Lee & Associates, Inc...... 83
Figure 4-113: 13th Street Promenade. Source: Perkins+Will and Lee & Associates, Inc..................................................... 84
Figure 4-114: 1950s view looking north of Building 1 and 13th Street. Source: AFIP............................................................ 84
Figure 4-128: View of the axial relationships in the Institutional Core..................................................................................... 93
Figure 4-129: View of Building 1 from the Great Lawn............................................................................................................ 93
140
Figure 4-140: View of the rose garden from the southwest. Source Lee & Associates, Inc................................................... 99
Figure 4-138: Existing Great Lawn / Cameron Glen. Source: Lee & Associates, Inc............................................................. 99
Figure 4-139: Pedestrian Bridge (example). Path in the forest, Kadriorg Park, Tallinn, Estonia) Source: http://www.landezine.
com/index.php/2011/12/a-path-in-the-forest-by-tetsuo-kondo-architects/................................................................................ 99
Figure 4-137: Scott outdoor amphitheater at Swathmore College, PA. Source: http://www.scottarboretum.org/gardentour/
amphitheater/........................................................................................................................................................................... 99
Figure 4-149: Urban Agriculture (example). Common Good Farm, DC. Source: http://www.flickr.com/photos/christinboggs/
sets/72157626780055856/detail/........................................................................................................................................... 105
Figure 4-148: View of Creative & Arts Space. Source: Perkins+Will and Lee & Associates, Inc.......................................... 105
Figure 4-150: Potential Stormwater/Water Feature (example). Tanners Springs Park, Portland, OR. Source: http://
fabulousportland.com/2010/02/19/sunshine-makes-me-happy/............................................................................................. 105
Figure 4-166: Georgia Avenue Frontage Vision. Source: Perkins+Will................................................................................. 113
Figure 4-168: Green Breather.
Photo of healthy tree cover in the open space facing Georgia Avenue. Source: Lee & Associates, Inc.............................. 114
Figure 4-169: Green Breather ............................................................................................................................................... 114
Figure 4-171: Georgia Avenue Proposed Frontage. Source: Perkins+Will and Lee & Associates, Inc................................. 115
Figure 4-175: Looking west on Aspen Street just east of Luzon Avenue. Provided by Gorove/Slade Associates, Inc......... 118
Figure 4-176: Looking north on Luzon Avenue at Aspen Street. Provided by Gorove/Slade Associates, Inc...................... 118
141
EXHIBIT LABEL INDEX
Exhibit A-02: Building Use Source: Perkins+Will....................................................................................................................... 4
Exhibit A-03: Proposed Land Use Designations Source: Office of Planning............................................................................. 5

Exhibit A-04: Maintain the existing site character. Source: Perkins+Will. ................................................................................. 6
Exhibit A-06: Enhance the Open Space. Source: Perkins+Will. ............................................................................................... 6
Exhibit A-08: Extend the Street Network. Source: Perkins+Will. .............................................................................................. 6
Exhibit A-05: Retain Building 1 as The Core. Source: Perkins+Will. ...................................................................................... 6
Exhibit A-07: Preserve Historic Elements. Source: Perkins+Will. ............................................................................................. 6
Exhibit A-09: Create vibrant, multi-modal corridors. Source: Perkins+Will. .............................................................................. 6
Exhibit A-13: Sub-Areas. Source: Perkins+Will. ....................................................................................................................... 9
Exhibit 3-25: Walter Reed Location.......................................................................................................................................... 22
Exhibit 3-26: Site Context Map................................................................................................................................................ 23
Exhibit 3-27: Neighborhood Context. Source: Perkins+Will..................................................................................................... 24
Exhibit 3-28: Walking Distances. Source: Perkins+Will........................................................................................................... 25
Exhibit 3-30: Existing Land Use Diagram Background GIS information. Source: data.dc.gov................................................ 27
Exhibit 3-31: Neighborhood Context Key Plan. Source: Perkins+Will..................................................................................... 28
Exhibit 3-32: Fern Street - Neighborhood Context. Source: Perkins+Will. ............................................................................. 29
Exhibit 3-33: Aspen Street - Neighborhood Context. Source: Perkins+Will. .......................................................................... 30
Exhibit 3-34: Georgia Avenue - Neighborhood Context. Source: Perkins+Will. ..................................................................... 31
Exhibit 3-41: Preserve Historic Elements................................................................................................................................. 35
Exhibit 3-42: Existing Buildings on LRA Site. Source: Perkins+Will........................................................................................ 37
Exhibit 3-43: Building Alignment............................................................................................................................................... 38
Exhibit 3-44: Intended Original Building Uses. Source Oehrlein & Associates and Perkins+Will........................................... 39
Exhibit 3-45: WRAMC Former Building Uses. Source Oehrlein & Associates and Perkins+Will............................................ 40
Exhibit 3-70: Street Pattern ..................................................................................................................................................... 46
Exhibit 4-80: Proposed Development from the Walter Reed Reuse Plan July 13, 2012 Source: Perkins+Will...................... 58
Exhibit 4-81: Comprehensive Plan Land Use Designation Recommendations. Source: Office of Planning........................... 61
Exhibit 4-82: Main The Existing Site Character Source: Perkins+Will..................................................................................... 63
Exhibit 4-83: Retain Building 1 as The Core. Source: Perkins+Will. .................................................................................... 64
Exhibit 4-84: Enhance the Open Space. Source: Perkins+Will. ............................................................................................. 65
Exhibit 4-85: Preserve Historic Elements. Source: Perkins+Will. ........................................................................................... 66
Exhibit 4-86: Extend the Street Network. Source: Perkins+Will. ............................................................................................ 67
Exhibit 4-87: Create Vibrant and Multi-modal Circulation Corridors. Source: Perkins+Will. ................................................... 69
Exhibit 4-91: Sustainable Framework. Source: Perkins+Will................................................................................................... 72
Exhibit 4-92: Existing site character bands as seen on the Maintain The Existing Site Character Planning Principle.
Source: Perkins+Will................................................................................................................................................................ 74
Exhibit 4-93: Sub-Areas. Source: Perkins+Will. ...................................................................................................................... 75
Exhibit 4-94: Sub-Area Key Plan - Fern Street. Source: Perkins+Will. .................................................................................. 76
Exhibit 4-100: Sub-Area Key Plan 1. Source: Perkins+Will. ................................................................................................... 78
Exhibit 4-101: Sub-Area Plan - Fern Street. Source: Perkins+Will. ........................................................................................ 79
142
Exhibit 4-102: Fern Street Sub-Area Site Section. Source: Perkins+Will. .............................................................................. 79
Exhibit 4-103: Site Section Key Plan - Fern Street. Source: Perkins+Will. ............................................................................ 79
Exhibit 4-104: Fern Street Site Section. Source: Perkins+Will. .............................................................................................. 80
Exhibit 4-105: Street Section Key Plan - Fern Street. Source: Perkins+Will.......................................................................... 80
Exhibit 4-107: Vehicular Mobility - Fern Street. Source: Perkins+Will. ................................................................................... 81
Exhibit 4-106: Pedestrian and Bicycle Mobility - Fern Street. Source: Perkins+Will. ............................................................. 81
Exhibit 4-108: Sub-Area Key Plan - Town Center. Source: Perkins+Will. .............................................................................. 82
Exhibit 4-115: Sub-Area Plan 2. Source: Perkins+Will. .......................................................................................................... 85
Exhibit 4-116: View of the 13th Street Promenade and Key Plan for Sub-Area Plan 2. Source: Perkins+Will. ................ 85
Exhibit 4-119: Site Sections Key Plan - Town Center. Source: Perkins+Will........................................................................... 86
Exhibit 4-117: Town Center Site Section. Source: Perkins+Will. ............................................................................................ 86
Exhibit 4-122: A. 12th Street Section. Source: Lee & Associates, Inc..................................................................................... 89
Exhibit 4-123: B. 13th Street Section. Source: Lee & Associates, Inc..................................................................................... 89
Exhibit 4-124: Street Sections Key Plan - Town Center. Source: Perkins+Will....................................................................... 89
Exhibit 4-126: Vehicular Mobility - Town Center. Source: Perkins+Will. ................................................................................. 91
Exhibit 4-125: Pedestrian and Bicycle Mobility - Town Center. Source: Perkins+Will. ........................................................... 91
Exhibit 4-127: Sub-Area Key Plan - Institutional Core. Source: Perkins+Will. ....................................................................... 92
Exhibit 4-130: Sub-Area Plan 3. Source: Perkins+Will. .......................................................................................................... 94
Exhibit 4-131: Street Sections Key Plan - Institutional Core. Source: Perkins+Will................................................................ 95
Exhibit 4-133: Street Section A. Source: Perkins+Will. ........................................................................................................... 95
Exhibit 4-135: Vehicular Mobility - Institutional Core. Source: Perkins+Will. .......................................................................... 97
Exhibit 4-134: Pedestrian and Bicycle Mobility - Institutional Core. Source: Perkins+Will. .................................................... 97
Exhibit 4-136: Sub-Area Key Plan - Cameron Glen ~ Great Lawn. Source: Perkins+Will. .................................................... 98
Exhibit 4-141: Sub-Area Plan 4. Source: Perkins+Will. ........................................................................................................ 101
Exhibit 4-142: Sub-Area Key Plan 4. Source: Perkins+Will. ................................................................................................. 101
Exhibit 4-144: Street Sections Key Plan - Cameron Glen. Source: Perkins+Will.................................................................. 101
Exhibit 4-146: Vehicular Mobility - Cameron Glen. Source: Perkins+Will. ............................................................................ 103
Exhibit 4-145: Pedestrian and Bicycle Mobility - Cameron Glen. Source: Perkins+Will. ...................................................... 103
Exhibit 4-147: Sub-Area Key Plan - Aspen Street. Source: Perkins+Will. ............................................................................ 104
Exhibit 4-154: Looking south along Aspen Street: (From left to right / east to west) Four-story multi-family housing adjacent
143
to Open Space in the middle, and three-story single-family homes on the far right. Source: Perkins+Will. ....................... 107
Exhibit 4-155: Looking south along Aspen Street: View of the back of single-family homes in between Luzon Avenue and
13th St.................................................................................................................................................................................... 107
Exhibit 4-156: Looking south along Aspen Street: View of the front of single-family homes just east of 14th Place............ 107
Exhibit 4-157: Looking south along Aspen Street: View of the front of four-story multi-family housing just west of 14th St..107
Exhibit 4-158: Aspen Street Section. Source: Perkins+Will. ................................................................................................. 109
Exhibit 4-159: Aspen Street Section. Source: Perkins+Will. ................................................................................................. 109
Exhibit 4-160: Street Sections Key Plan - Aspen Street. Source: Perkins+Will..................................................................... 109
Exhibit 4-162: Vehicular Mobility - Aspen Street. Source: Perkins+Will. ...............................................................................111
Exhibit 4-161: Pedestrian and Bicycle Mobility - Aspen Street. Source: Perkins+Will. .........................................................111
Exhibit 4-165: Georgia Ave. Townhomes. Source: Perkins+Will. .......................................................................................... 112
Exhibit 4-164: Multifamily Apartment Building on Georgia Ave. Source: Perkins+Will. ........................................................ 112
Exhibit 4-163: The Normandie Apartments on Georgia Ave. Source: Perkins+Will. ............................................................ 112
Exhibit 4-167: Sub-Area Key Plan - Georgia Avenue Frontage. Source: Perkins+Will. ....................................................... 113
Exhibit 4-170: Sub-Area Key Plan - Georgia Avenue Frontage. Source: Perkins+Will. ....................................................... 114
Exhibit 4-173: Georgia Avenue Section. Source: Lee & Associates, Inc............................................................................... 117
Exhibit 4-174: Street Sections Key Plan - Georgia Avenue. Source: Perkins+Will............................................................... 117
Exhibit 4-177: Existing Transit Service................................................................................................................................... 120
Exhibit 4-178: Bicycle Recommendations with proposed plan. Source: DDOT, Gorove/Slade............................................. 123
Exhibit 4-179: Parking Plan Source: Perkins+Will................................................................................................................. 127
144
TABLE LABEL INDEX
Table 2-24: Sustainability Goals for WRAMC.......................................................................................................................... 19

Table 3-75: Nearby Transit Services. Source: Gorove/Slade.................................................................................................. 50
Table 3-76: Median Household Income Trends (2010 Dollars).............................................................................................. 53

Table 3-77: Population Growth Trends..................................................................................................................................... 53
Table 5-180: Implementation Table. Source: Office of Planning............................................................................................ 131
145


Council Approved Walter Reed Small Area Plan

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Council Approved Walter Reed Small Area Plan

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FORMER WALTER REED ARMY MEDICAL CENTER

Council Approved , JApril

This study was prepared under contract with the

PLANNING AND ECONOMIC DEVELOPMENT TEAM

Office of the Deputy Mayor for Planning and Economic Development

District Department of Transportation

Washington Metropolitan Area Transit Authority

Perkins+Will..............................Planning / Urban Design / Project Management

Gorove Slade Associates, Inc ...................................................................................Traffic, Transportation + Parking Planning

Special thanks to the following participants:

THIS PAGE IS INTENTIONALLY LEFT BLANK

2.1 Land Use......................................................................................................................22

REDEVELOPMENT FRAMEWORK RECOMMENDATIONS 57

3.1 Comprehensive Plan Land Use Designations 59

4.1 Urban Design Principles 130

GLOSSARY, APPENDICES & INDICES

SMALL AREA PLAN - COUNCIL APPROVED APRIL 30, 2013

Exhibit A-04: Maintain the existing site character.

Exhibit A-05: Retain Building 1 as The Core.

Exhibit A-07: Preserve Historic Elements. Source: Perkins+Will.

Exhibit A-06: Enhance the Open Space. Source: Perkins+Will.

Exhibit A-08: Extend the Street Network. Source: Perkins+Will.

Integrate Sustainable Strategies: Create a

Extend the street network: Provide north-south

Preserve historic elements: By reusing the

Maintain the existing site character: The

Enhance the open space: By enhancing the

Seven site-wide urban design principles have

Exhibit A-09: Create vibrant, multi-modal corridors. Source:

Figure A-11: Urban Agriculture (example). Common

Figure A-12: Potential Stormwater/Water Feature (example).

Throughout the site

On all new buildings (where applicable)

On all new buildings (where applicable)

For maximum daylighting

WATER TREATMENT & STORAGE

Capture, treat and reuse greywater to reduce potable water demand

Throughout the site

Throughout the site

GREEN ROOF + LID SWM

Above Power Plant

Figure A-10: Integrate Sustainable Strategies. Source: Perkins+Will.

be fully integrated into the existing community.

4. GREAT LAWN ~ CAMERON GLEN

GEORGIA AVENUE FRONTAGE

12TH ST. N.W.

ELDER ST. N.W. FERN ST. N.W.

DAHLIA ST. N.W.

16TH ST. N.W.

Great Lawn ~ Cameron Glen

Georgia Avenue Frontage

DAHLIA ST. N.W.

ELDER ST. N.W.

14TH ST. N.W.

14TH ST. N.W.

13TH ST. N.W.

ASPEN ST. ASPEN ST.

13TH PL. N.W.

13TH PL. N.W.

13TH ST. N.W.

13TH ST. N.W.

14TH PL. N.W.

14TH ST. N.W.

14TH PL. N.W.