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.

Streamlined Bus Terminal at Union Station?

Congress is mulling big changes for Union Station including a new intercity bus terminal, improved rail passenger access and reduced congestion via two new concourses, proposed reinforcement of the H St bridge, altered and additional metro entrances and the renovation and expansion of the north station entrance. During a July Congressional hearing, lawmakers urged project officials to create a master plan so the Members could seek funding from their Congressional colleagues. The project could move forward with as soon as this fall.

The plans seek to streamline Union Station's role as a transportation hub with an intercity bus terminal. The current Greyhound Bus station is separate from Union Station, requiring passengers to walk outdoors for several minutes through a less-than-ideal area in terms of safety and accessibility; Greyhound has recently pursued moving into the train station. The bus terminal may be home to other bus lines including Bolt Bus and DC2NY among others. In addition to the connected bus terminal, two new metro entrances may be incorporated in the redesign.

Initially, the Union Station Redevelopment Corporation (USRC) would not allow buses to use the station as a hub. But after several letters from House Transportation and Infrastructure Committee Chairman James Oberstar (D-MN) and Subcommittee Chair Eleanor Holmes Norton (D-DC), the USRC and Greyhound began cooperating and testified before the Committee in 2008. This most recent hearing was meant to update Congress and expedite the process.

Chip Akridge, Chairman of Akridge Development, which purchased the air rights of Union Station's train lines in 2006, called the plan a "vast improvement for intercity bus passengers" because it offers a safer and more direct transfer. The developer plans to build the gargantuan 3 million-s.f. Burnham Place, named after Union Station's architect, which will extend north of Union station, past the Hopscotch Bridge on H Street, and house a 400-room hotel, residential towers and first-class office and retail space. Akridge requested $40 million for a new bus terminal and two new metro entrances. The metro access points would be at 1st St NE below the H St overpass, with a connecting walkway to the existing metro ticketing area, and at H St. NE, directly adjacent to the planned terminal. In a statement, David S. Ball, President of the USRC, said the group will be able to move forward with plans pending a study of the physical limitations of the existing parking deck, which has been suggested as a location for the bus terminal. The 42,000 s.f. of space, a portion of the total 140,000 s.f. current parking deck, is being evaluated for the cost of delivery of utilities as well as its structural carrying capacity. The study will help determine the cost of building the terminal, allowing the involved parties to make end user, design, construction, financing and scheduling decisions as early as this fall.

According to Ball, the engineering firm has promised delivery of their evaluation of the parking deck this week. Ball also indicated that the current plans and numbers are very fluid; the actual amount of space devoted to the bus terminal may change pending the report.

Burnham Place Idles Toward Union Station

Akridge’s landmark $10 million development agreement with the General Services Administration to build over the rear of Union Station – the so-called Burnham Place project – was announced in 2006 and scheduled to go to ground this year. Their ambitious plans for 3 million square feet of office space, a 400-room hotel and residential towers, however, may have to wait if proposed upgrades to the transportation hub go forward later this year. But the developer posits that any boon to Union Station is also one in the plus column for Burnham Place.

“There’s a…Circuit Transportation Bill that is coming up before Congress that we’re working on. It would be six years worth of funds that would support Union Station improvements…The private development, of course, is an entirely different matter,” says Mary Margaret Plumridge, Director of Marketing and Communications for the developer. “The Akridge development of Burnham Place at Union Station certainly would benefit from an enhanced Union Station, but the public and private projects are separate.”

Nonetheless, Akridge spokespeople say the Burham Place development team is in constant communication with Amtrak as they tweak a development scheme that will see new construction from the back of the train station, over in-use tracks, above the “Hopscotch” H Street Bridge and beyond. Before lying brick one, it’s a project that some are already valuing at over $1 billion.

“We are working on pre-development work that includes design and engineering studies,” says Plumridge. “We’re working with Amtrak through the design and engineering processes, the project requires that we build while the trains are running…We’re even having some very preliminary discussions with some potential [office] users.”

Despite the incremental progress, a formal timeline for the project has yet to be and Akridge has also been unable to provide any new renderings of the façade, beyond the aerial jell-o mold shot (pictured) released in tandem with the project’s unveiling in 2006. Multiple inquires from DCmud to the project's architect, Shalom Baranes, have gone un-returned.

NoMa East: Progress Waits

The other side of the tracks is always the problem real estate. And so even in NoMa, DC's largest real estate construction site, the west side of the railroad tracks are packed with groundbreakings like Tishman's 1100 and 1150 First Street, JBG's Capitol Square, Bristol Group's Noma Station, and StonebridgeCarras' Constitution Square, and newly announced tenants like Harris Teeter, the DOJ, DOE, and NPR. But east of the tracks, development moves at a much more, well, southernly pace. The east side has not failed to attract either experienced developers or ambitious plans. But so far, little has materialized to signal the progress that is likely to transform the neighborhood - even if that term barely applies now - into a viable commercial and residential center. Even the feature that divides the two sides, the tracks that emanate from Union Station, will eventually disappear beneath the urban landscape as Akridge's Burnham Place unifies the neighborhood and buries the current boundary. In 2013, maybe. For the present, however, most developers with east-of-the-tracks plots seem content to let their west side neighbors build out the new downtown neighborhood while they consider options and hone their plans. “Most of NoMa is on the west side of the tracks, but a few key parcels are on the east side that are a key link from the historic Capitol Hill to the new neighborhood. It is important to have that bridge,” said Elizabeth Price, President of NoMa BID. One block east of the tracks, the Wilkes Company has plans for a mixed-use set of buildings with over 300 residences and 250,000 s.f. of office space just across M street from Douglas Development's 300,000-s.f. office, 225-residence development of the Uline Arena. The two intend to develop their projects jointly, but both have yet to even put up a sign.

According to Sandy Wilkes, Chairman of the Wilkes Company, "We are still in a planning phase and we're trying to understand exactly what the opportunity is in that place and what zoning strategies we might deploy to bring this about. It is still early for us, our general instinct is that there is going to be a natural tendency for NoMa to develop more actively on west side. We have the luxury of being patient on the east side, but our sense is that while Constitution Square and other projects are underway, the real time for us is in a two to three year time frame. We are constantly thinking about fine-tuning and timing. We are going to let our friends and colleagues on the west side lead the way and then get way more focused in 24 -36 months." Also facing each other, at least someday, at 3rd and K Streets, NE, will be Greenbaum and Rose's Capitol Cab property and Cohen Companies' Union Place, planned as part of the NoMa development surge. And while the G 'N R site sits indefinitely, Union Place at least is forging ahead.

Michelle Pilon, project coordinator for Cohen Companies’ “Loree Grand” says Phase One of Union Place is on schedule to deliver in late 2009 and the team is in the process of getting a foundation grade permit so it can begin construction.

The Loree Grand will include 212 apartments in a ten-story building, some of which will be workforce housing; eleven percent will be "affordable." In addition to the residential components, this phase will include an interior public courtyard, 4,000 s.f. of retail space, one underground parking space per resident, and a “green” roof.

The residential floor plans of the first phase will range from junior one-bedroom units starting at 516 s.f. to 1,400-s.f. apartments with two bedroom and a den. Phase two will rise 14 stories and deliver over 400 residential units, though the inevitable rental vs. condo debate has not yet been settled. Developers are already planning to install wide sidewalks to create a "boulevard effect." Meanwhile, Greenebaum and Rose is waiting on a sunnier economy. For Greenebaum and Rose, instead of the traditional “go rental” approach to the less-than-stellar market, the developers' project on the former Capitol Cab property is on hold. The developers bought the land at market price in 2003 after winning a legal battle over a competing developer that sought to buy the cab company’s debt, pay $50,000 for the land, and have the right to foreclose on the cab company’s owners’ homes.

Greenebaum and Rose’s current plan will cost over $20 million and include a six story, 92,800-s.f. residential building designed by Davis Carter Scott. It will have 112 condominium units and underground parking. Someday. “Nothing has been built,” said Greenebaum and Rose partner, Sam Rose. “For now, it’s a piece of land with a permit. We’re not starting until the world looks prettier.”

Noma BID Director Price said their property will only become more valuable as the neighborhood continues to evolve. “Long standing parcels are going up in market value; Greyhound announced that they would sell, and that was one of last pieces of puzzle, whether Greenebaum and Rose would sell, I don’t know. They’ve been around longer than anybody and we owe a lot to them to committing to building First Street. The developers’ options are wide open," she said.

Washington D.C. real estate development news

Akridge Names Shalom Baranes as Burnham Architect

Akridge will announce shortly that it has chosen DC-based Shalom Baranes as the architect for Burnham Place at Union Station, the behemoth development extending behind the station and over the railroad tracks. Back in November of 2006, Akridge Real Estate Services secured the purchase of 15 acres of air rights above the rail yard north of Union Station (pictured), from the General Services Administration for a hefty $10 million, setting precedent as the first sale of air rights by the federal government. At an estimated worth of $1 billion, Akridge's Burnham Place will extend north of Union station, past the Hopscotch Bridge on H Street, and house a 400-room hotel, residential towers and first-class office and retail space in a gargantuan 3 million-s.f. development. While the project has been on the radar of many a real estate habitué, few details and even fewer updates have been provided. “Burnham Place is an exciting and important project. We interviewed candidates around the world to find a world-class architect with a demonstrated sensitivity to the local context of this site,” says Matthew J. Klein, President of Akridge. “Shalom’s skills and capabilities aligned perfectly. We are eager to move forward with the design phase of this project.” 

For those wondering how a rail station can smoothly function with construction taking place above, consider Akridge's plan: support columns measuring twenty feet from the ground will be placed throughout the rail yard, upon which developers will place a concrete platform to serve as the foundation for the new floating city. Only after four years of technical negotiations with Amtrak was a conceptual construction plan decided upon. After entering into an extensive international search for a design firm, Akridge chosen Shalom Baranes, the masterminds behind the American Red Cross HQ and the Ritz Carlton Georgetown. "For a project of this magnitude in such an important location, we felt it was beneficial to have a local firm who knows the city and the city's needs." said Mary Margaret Plumridge, Director of Marketing at Akridge. Now, the project, named after the illustrious Union Station architect, is beginning to materialize on paper. Developers are just beginning to work on a master plan and PUD which will be submitted this year, although construction on the concrete footings won't begin until 2011. The plans involve a partnership with the federal government and the District Department Of Transportation to upgrade the transit facility, including: a second passenger concourse, an access road from Columbus Circle and an arcade that will connect Union Station to H street. Thanks to good planning, Akridge has the support of the folks at the Smart Growth Alliance and the Urban Land Institute (ULI); both have been effusive about the project since day one. "Burnham Place will contribute to a more cohesive Washington community with connections across the city both in the east/west and north/south directions, via the removal of the current rail yard barrier" added Plumridge.

Washington DC commercial real estate news

Akridge Receives Air Rights for Burnham Place at Union Station Project

DC developer Akridge has signed a deal with the US General Services Administration that gave the company the air rights over the train tracks behind Union Station, allowing Akridge to move forward with its Burnham Place at Union Station project, a 15-acres, mixed use complex to be located over the tracks and to the north and south of the Hopscotch Bridge (H St.), and west of 1st Street NE. The Burnham Place project will contain offices, retail (including medium-sized box store, residential towers, and a 400-room hotel. Burnham Place will also include a “comprehensive intermodal transportation center” that includes a new rail passenger concourse. Akridge hopes its project will anchor the new North of Massachusetts neighborhood (NoMa, for those who haven’t been exposed to this “hip” naming convention) and tap into the over 18 million passengers who use the Union Station metro annually. Akridge anticipates beginning construction in 2009 with the platform over the train tracks – this is expected to take three years to build. Work on the residential, office, and retail will then start.