Union Station Master Plan Released

Amtrak released details this week of a much-talked-about $7 billion plan for Union Station's tracks, platforms, concourses, and parking that will dramatically overhaul the space.

Train shed looking southwest, Image courtesy of Amtrak

 

Under the Union Station Redeveloment Corporation, Union Station is already undergoing a renovation of its Grand Hall.

In a move officials acknowledged was belated, they said the plan would help the nation's capital catch up with other parts of the world with high-speed rail service.  The plan, they said, would eventually triple the station's passenger capacity and double the train service over the next 20 years.  The plan goes hand in hand with plans for a 1.5 billion dollar project by Akridge development, Amtrak's private partner in the project, to develop the air rights over the train tracks into a $1.5 billion mixed-use project called Burnham Place.

Amtrak and Akridge, Amtrak's private partner on the project, released the master plan this week in a press conference attended by city glitterati, including embattled mayor Vincent Gray.

Greenway looking north along 1st Street, Image: Akridge

Burhnam Place, named after Union Station's original architect Daniel Burnham, is part of Amtrak's master plan, and will be developed by Akridge and architectural firm Shalom Baranes.  Developers plan, over the next 15 years, to build a 3-million square-foot mixed use development over the train tracks.  

In 2006, Akridge purchased the air rights to a total of 15 acres over the Union Station rail yard. The $10 million dollar sale marked the first sale of air rights by the federal government. As reported by DCMud, the conceptual construction plan began to move solidly forward and Shalom Baranes was selected as the architect in 2008.

Interior view of the train shed, Image courtesy of Amtrak

The plan envisions 500 hotel rooms, 100,000 square feet of retail, and 1,300 residential units built on a concrete platform over the tracks and supported columns placed throughout the rail yard.  Akridge went through years of technical negotiations with Amtrak before deciding on a construction plan, and the Smart Growth Alliance and Urban Land Institute (ULI) have both voiced support for the project.

Developers emphasize that the project will feature elements that enhance public space and amenities. One such feature includes a 1.5 mile elevated greenway with a bike lane along the west side of the station that will link the NoMa neighborhoods with Union Station and the Metro and connect to the Metropolitan Branch Trail.

Historic control tower into restaurant, Courtesy: Akridge

Plans also call for a "grand plaza" fronting both sides of H Street that will lead into a brand new Train Hall in what developers say will be "a grand northern entrance to Union Station."  

The plan also calls for pedestrian connections with adjoining neighborhoods, a new entrance near First and K Streets, NE, and a plan to turn the K Tower - a control tower - into a restaurant.

Will office workers and urban sky dwellers feel the rumbling of high-speed trains below them?  That remains to be seen.  What is certain is that the plan makes an ambitious promises to bring more natural light into Union Station, even while building above it.  

Plan overview. Image Courtesy of Akridge.  

Blue represents office space, 

Beige is residential, 

Green / yellow is naturally lit space,  and 

Brown is hotel space.

Red circles are vertical connections,

Red arrows are station entrances.

Washington, D.C. real estate development news

Union Station Shopping Concourse Gets a Facelift

While plans for improving access at Union Station's Main Hall advance, as do earthquake repairs and enhancements outside at Columbus Circle, managers of the retail spaces inside are also making some tweaks to the shopping and train concourse.

Jones Lang LaSalle, which manages the all the interior and exterior retail spaces for

Union Station -- is in the middle of a modest renovation along the easternmost concourse.

It will include new, brighter and more dramatic signage for retail tenants along the passenger concourse, as well as a new walkway to improve pedestrian traffic flow to the easternmost end of Union Station, which is home to a well-trafficked McDonalds but little else.

The renovated retail spaces will include what Jones Lang LaSalle calls "extensive use of glass to provide more visibility to other areas."

Already some changes have come to the passenger concourse. The post office and liquor store on the westernmost end have been moved, with the liquor store, popular among MARC riders, who are allowed to drink on trains -- moving downstairs to the food court.

In its place is Pret a Manger, which despite its French name is actually British. The chain, which has more than 30 locations in Manhattan, is following in the footsteps of other well-known New York-centric retail chains and now has five stores open in the District.

Lakewood, Colorado-based EinsteinNoah Restaurant Group, which owns Einstein Brothers Bagels and Noah's Bagels, and already has several stores in the Washington D.C. metro area, plans a store in the eastern part of the concourse. It will replace car rental counters that have been moved upstairs. Jones Lang LaSalle says the improvements to the concourse will be completed by late April.

Columbus Circle Upgrade Takes Shape

Columbus Circle, the front yard of Union Station, is finally getting a much-needed rehabilitation thanks to the District Department of Transportation, Union Station Redevelopment Corp. and the National Park Service.

The problems with the current arrangement of Columbus Circle, built in 1912, four years after Union Station was completed, are well known.

Pedestrians alighting from Union Station and its accompanying Metro stop, supposedly the grand entrance to the District, are met with ugly Jersey barriers placed after 9-11, forced to walk across the crumbling fountains, brickwork, pavers and impromptu dirt paths where the grass has gone untended, then cross several lanes of traffic consisting of taxicabs, tour buses and the occasional D.C. Duck.

Navigating around Columbus Circle on Massachusetts Ave. was no picnic either for motorists. Bone-shaking potholes along the Circle made a cab ride from Union Station an often-unpleasant introduction to tourists visiting the nation's Capital.

Worse, pedestrians, mostly well-dressed young Capitol Hill staffers, would often emerge from the chin-high hedgerows at the edge of the Circle and dart across Mass. Ave seemingly at random. At night it was even worse, as battered and rusting Washington Globe streetlights cast long shadows across the Circle, making the traverse from Capitol Hill to Union Station a sketchy encounter at best.

The key to Columbus Circle's restoration is rerouting of traffic, with the removal of a central service lane that cuts the Columbus plaza and fountain off from Massachusetts Ave. The service lane will be filled in with brick and pavers, and pedestrian access widened in certain spots and narrowed in others, encouraging walkers to stay off the grass and not take shortcuts. The new Columbus Circle will eliminate the bottleneck at the east end as cabs and passenger cars merged from the hairpin turn of the service lane onto Mass Ave. Now there will be simply a conventional four way intersection on the west end. Drivers on Mass. Ave, which is increasingly becoming a high-speed artery with 20,000 cars traveling on it a day in both directions, will be able to take advantage of wider lanes as well.

The shrubs at the edge of Columbus Plaza will be removed, and pedestrian islands along the north and south sides of Massachusetts Ave. will be widened. Lighting along Mass. Ave, First Street NE and Columbus Plaza will also be improved, including new lighting for the fountains and flag posts. The National Park Service will also repair the often-dormant Columbus Fountain and its smaller twin sisters at either end of the Plaza with new piping and pumps.

Finally, a new line of security bollards guarding the entrance to Union Station will replace the temporary Jersey barriers.

The rehab by Parsons Transportation Group (which performed the architecture and engineering for Union Station's bike station) and Capitol Paving is more than seven years in the making. But like restoration to Union Station itself, with a hodgepodge of agencies, including Amtrak, Metro, the U.S. Commission of Fine Arts and the National Capital Planning Commission all claiming turf, the process was painfully slow. The initial plans came together in 2004 but work only started last September and won't be complete until February 2013 at a cost of $7.8 million.

Washington D.C. real estate development news

Union Station's Main Hall Set For Big Changes

Entering Union Station's grand Main Hall, amid all the construction netting and scaffolding resulting from the emergency ceiling repairs prompted by August's earthquake, you'd be hard pressed to spot preparation for two shafts set to penetrate the Main Hall's pink marble floor.

The sinking of what will become two 750-square foot escalators openings are just the start of a grand "less-is-more" redesign of the hundred year-old-plus Main Hall, which among other things, will eliminate the Center Cafe and the two circular marble planters, while adding more seating and retail and improving sight lines, signage and pedestrian flow. It's what Union Station Redevelopment Corporation chief consigliere David Ball hopes will create more "vertical circulation" -- improving access to an expanded level of retail space on the venerable station's lower level, freed up with the closure of the much-maligned Union Station 9 movieplex downstairs in 2009.

The remake is the biggest overhaul of Daniel Burnham's Beaux Arts gem since Union Station's 1988 restoration and the largest repair job since January 1953, when 200-plus tons of locomotive and coaches of the Federal Express en route from Boston, sans brakes, plunged into what is now the lower level food court.

Still, getting this far hasn't been easy. Union Station has a virtual who's who of multiple stakeholders, including Amtrak, Union Station Redevelopment Corp., The Federal Railroad Administration, Metro, Ashkenazy Acquisition Corp., which owns the lease to Union Station through Union Station Investco LLC, and Jones Lang LaSalle, which manages the retail spaces.

The replacement designs for what came next became became a bureaucratic slug-fest between alphabet-soup agencies including the Commission on Fine Arts, The D.C. Office of Historic Preservation, and the National Capital Planning Commission who couldn't come to an agreement on what they liked. Compounding the difficulty was the 1969 declaration of Union Station as a National Landmark, which made it subject to the complex Section 106 proceedings of the National Historic Preservation Act.

It was easier to reach an agreement on what they didn't like -- Center Cafe smack in the middle of Main Hall. While the double-decker libation center was popular with 20-something Capitol Hill types, many said the sight lines in Main Hall were spoiled.

"The distracting Center Café makes visitors pause in confusion and forces travelers to circle around the pedestal and stairs to find the trains," said Nancy Metzger of the Capitol Hill Restoration Society in comments to the Union Station Redevelopment Corp. last August.

But the first design by GTM Architects, unveiled in June 2010, was almost a wreck on the scale of the Federal Express. Reminiscent of the 1970's Bicentennial visitors center, the design would have cut a giant hole in the center of the Main Hall, creating a glass and steel platform flanked by two elevator/escalator shafts.

The suggestion of re-opening the floor in the main hall recall(ed) memories of the ill-fated slide show pit," said Wesley Paulson, a member of the National Capital Trolley Museum. Critics such as the National Trust for Historic Preservation said the initial design (left) used too much glass and said that the redesign was no better than the behemoth Center Cafe it was designed to replace. In July 2010, USRC and GTM unveiled round two of the redesign, eliminating the center elevator/escalator shafts while seeking a retro-approach in an attempt to make the Main Hall look like more like its passenger station heyday of the 1920's and 30's, with long high-backed mahogany benches.

But this time, Amtrak police, perhaps channeling their inner-TSA, sought to nix the iconic mahogany, saying that the proposed high-backed benches made it hard for their explosive-sniffing police dogs to do their work, while giving potential bad guys plenty of places to hide.

Finally in December 2010, a compromise was reached. Two, smaller, but parallel escalator shafts closer to the front entrance but on opposite sides of the Main Hall so as not to impede center flow traffic. The escalator shafts would be detailed with wood, brass and marble signage and fittings to help pedestrians find their way to trains and the new retail.

Instead of the high-backed benches, the design called for functional if unimpressive low-slung pedestals that can be easily scooted out of the way for black-tie corporate shindigs in the evenings that the Main Hall routinely attracts, something the long benches would have impeded. Also added would be two new retail kiosks or "luxury marketing units" and an information booth in the center, reminiscent of the original layout.

Construction on the Main Hall improvements will follow the emergency work already being done on the ceiling as a result of the earthquake on August 23. The emergency work will be finished in late 2012.

The improvements in the Main Hall aren't the only ones. Already underway outside Union Station is a redesign of Columbus Circle in junction with the National Park Service, along with plans from Union Station Investco to improve the passenger waiting area with "Best In Brand" stores and new fixtures.

Metro too, is looking to upgrade access to its own station at Union Station as well, with a new improved entrance along First Street NE and a tunnel to H Street, in advance of Akridge's massive Burnham Place project, set to begin preliminary construction in 2014.

Washington D.C. real estate redevelopment news.