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.

Union Station North, New Zone to Accommodate Billion-Dollar Burnham Place Project

After 18 months of efforts by the DC Office of Planning (OP) to establish appropriate specifics, the DC Zoning Commission (ZC) approved OP's creation of a new zone - Union Station North (USN) - which will supersede an area zoned for industrial and light manufacturing use in the City's Comprehensive Plan. The USN Zone was created to allow developer Akridge's mixed-use planned development project, Burnham Place, designed by DC-based architect Shalom Baranes Associates, to be built above the Amtrak rail yard located immediately north of Union Station. Burnham Place, estimated early on to cost $1 billion, has been in the works since Akridge bought the air rights above the railyard from the General Services Administration (GSA) for $10 million in November of 2006, a notable transaction due to price and precedent - the deal became the first transfer of air rights from the federal government to a private buyer. The 14-acre, air-rights property will be developed into 3 million s.f. of commercial, retail, residential and hotel space. The new USN Zone District will allow Akridge to build up 90 to 130 feet above the H Street Bridge, as the bridge is technically the ground floor of the property. 

According to Lisa Steen, Vice President of Marketing at Akridge, building heights will be gradual, starting 300' away from Union Station at 90', then rising to 110' and finally 130'. In this way, "The view of Union Station will not be compromised," says Steen, adding, "and the view from the buildings could be fabulous." The ZC Order was approved unanimously in April, and has allowed Akridge to move forward with design specifics, now that allotted heights for residential towers has been established. The decision to create a new zone also ensures that the ZC will have the authority to review and approve any development at the site. Furthermore, the Order allows Akridge to create a unique, and dense, transit-oriented development that utilizes project neighbors - Amtrak, below, and transit hub Union Station, to the south. Amtrak is currently developing a Master Plan - expected to be complete in early 2012 - to double or even triple its capacity at Union Station, and if a intercity high-speed rail is created, Steen speculates the possibility of commuting by rail to New York from Union Station as quickly as commuting by car to Fredricksburg. Building above a railyard poses challenges that Akridge will overcome by building 20-foot-high support columns, strategically placed throughout the rail yard, which will support a concrete platform to serve as site foundation. Potential relocation of the Greyhound Bus terminal and possible redevelopment of the parking garage at Union Station are currently under consideration by Akridge and several other entities including the District Dept. of Transportation (DDOT) and the Union Station Redevelopment Corporation (USRC), created in 1982 to restore Union Station using $8.1 million appointed funds. Akridge has yet to disclose a timeline for the project's multiple phases, other than to say it plans to propose the early phases of construction upon the completion of Amtrak's master plan, expected to come early next year. A tentative goal for beginning the initial infrastructure work on Burham Place is for 2014. 

Washington D.C. real estate development news

Daniel Burnham and the Noble Diagram

"Make no little plans." For more than a hundred years these have been the famous last words of dreamers, gamblers, hucksters, hustlers, and speculators all doubling down on the long shot. Despite a prolific career as an architect and planner, this cliché may be Daniel Burnham’s most indelible contribution to the culture. Posthumously (and dubiously) attributed to Burnham, this has been the prevailing wisdom of every great American ambition from the Manhattan Project, to the moon shot, and now it is the title of a new film about Burnham to be shown this Wednesday, June 9 at 8:30 p.m. on what is arguably his second greatest achievement, the National Mall.

Here in Washington, Burnham is known as the architect of Union Station and (along with architect Charles McKim and landscape architect, Frederick Law Olmstead, Jr.) the author of the 1901 McMillan Plan which shaped the National Mall and the federal precinct as we know it today. But Burnham also designed some of the nation’s great Beaux-Arts public buildings and a skyline’s worth of the early 20th-Century skyscrapers. He was planner of the World’s Columbian Exposition — one of the first World’s Fairs — and later drafted plans for several of the nation’s great cities. And he was also one of founders of the City Beautiful Movement.

A little more than a century before the McMillan plan, Major Pierre (Peter) Charles L’Enfant also made no little plans. After a successful career as a military engineer under George Washington, L’Enfant started an engineering practice in New York. But like so many since who have come to Washington with big plans, the volatile combination of politics and hubris, would be his undoing. L’Enfant, commissioned in 1791 to find a site for the capitol, imagined himself to be the planner of the city--laying out the city’s streets--and even the architect of the federal buildings. After alienating local land owners and Thomas Jefferson (a proponent of a much smaller, decentralized republican government) L’Enfant was dismissed and disgraced, and spent the rest of his life trying to collect payment for his efforts and finally died in poverty.

The rest of Burnham’s platitude is rarely quoted, but explains much about L’Enfant’s contribution to Washington, and his own:

“Make no little plans; they have no magic to stir men's blood and probably themselves will not be realized. Make big plans; aim high in hope and work, remembering that a noble, logical diagram once recorded will never die, but long after we are gone will be a living thing, asserting itself with ever-growing insistency. Remember that our sons and grandsons are going to do things that would stagger us. Let your watchword be order and your beacon beauty.”

Among L’Enfant’s innovations was a grand avenue from the Capitol, west to what would become the site of the Washington Monument, a gesture that was never fully realized until Burnham began work in 1901 on what we now know as the National Mall. The McMillan plan filled in a fetid canal that bisected the Mall and removed a train station and countless other utilitarian distractions to create the ceremonial forecourt to American power. L’Enfant never imagined a colossal pedestrian mall, but L’Enfant’s “noble, logical diagram” never died and indeed found new life in Burnham's Mall.

While few of Burnham’s plans were ever substantially realized, the McMillan plan for Washington D. C. was one of his greatest achievements and one of the purest expressions of the principles of the City Beautiful Movement. Like many of the progressive social reform movements of the early 20th century, the City Beautiful Movement sought to alleviate the problems of 19th century urban life, by ennobling the city. In Washington and Chicago, Detroit and Denver and at a smaller scale in cities across the country and around the world, the City Beautiful Movement is responsible for a wave of Beaux-Arts architecture, landscape architecture and urban planning that undoubtedly ennobled our cities by creating order and beauty, but did little more than displace the squalor and despair, kicking the problem a generation down the road to urban renewal.

DCMud will host a webchat with film's director today at noon.

Washington DC real estate and architecture news

Historic Gales School: The Anti-Shelter?

Though the Fenty Administration is keeping mum on the names of the Gales School RFP respondents, two of the three submitting teams have provided DCMud with details of the projects they hope to build on the visible and historic downtown site.

The Central Union Mission, which now operates out of Logan Circle, has plans to match the service they now offer nearby, expanding from 135 beds to at least 150 beds for the men's Christian homeless shelter. The Mission plans to add to the rear of the building with a design by Cox Graae and Spack Architects of Georgetown, a build-out that would allow for kitchens and extra classrooms.

Meanwhile, a joint venture between Ready, Willing & Working Inc. (RWW), the Doe Fund Inc. and Building Partnerships also met the RFP deadline in March. The RWW team has proposed a conversion into a facility providing housing and job training for upwards of 100 homeless and formerly incarcerated men. The RWW program currently supports only 20 men at a time, without housing, in its undersized trailer on the grounds of Union Station.

According to Patty Brosmer, President of RWW, her team offers "not just an overnight shelter," but rather a "more comprehensive" solution with plans for a "long-term shelter and opportunity center," with men receiving on-site training and support. RWW partners with local Business Improvement Districts (BIDs) to provide the men with a job and income. "The biggest thing we can do for the homeless is give them job opportunities," said Brosmer. Generally men remain in the program for 9-12 months, during which time - ideally - they learn a new skill, save money, and ultimately move on to affordable housing and stable employment. Brosmer said that with a waiting list of 150 names, there is no shortage of men seeking help from RWW.

With Bonstra Haresign Architects designing the project, the RWW team intends to transform the Gales School from its current state as "a hole in the urban fabric" into a vibrant new "Center for Opportunity." According to a press release, the architects plan to "respect and preserve the dignified character" of the 120-year old building. The exterior masonry will be restored and fitted with historically correct windows, and the four chimneys along the roofline will be restored, plans that must go before the Historic Preservation Review Board. The new interior will feature a "state of the art kitchen" for teaching culinary skills, conference and training areas, and of course beds. The Gales School Center will have "great food and a nice surrounding," making it the "anti-shelter" asserts Brosmer.

As far as financing goes, the New York-based Doe Fund has revenue-generating businesses, based on similar programs, that will help support some of the rehab and operations for the new center. RWW proposes that the District pay the organization to run the shelter. As Brosmer puts it, the District normally pays $25,000 to support one person in a homeless shelter annually, but this program, thanks to grants and other revenue, can do the same and give them job training for $17,500 a year. The best part, says Brosmer, is that after a year, the success rate is generally about 65%. Annually, she estimates, the program could save the District $1.5 million based on a 65% success rate.

Working with Harkins Builders, RWW is ready to "hit the ground running" claims Brosmer. "We'll have to secure some of the financing once we get the lease, but I believe it can be done from start to finish...in a year and a half."

Washington, DC real estate development news

Next Stop: Bikestation

Great buildings often serve to rouse us from our torpor; “WAKE UP! PAY ATTENTION!” No building does this more grandly than a great train station. Emerging into the grand hall of Union Station, the space is like a fanfare of trumpets announcing the king’s arrival. In the 1960s and 70s just as our cities fell into disrepair, so did many of their great train stations. Manhattan’s Pennsylvania Station was torn down to make way for a modern sphincter of a train station. Our own Union Station was in jeopardy of a similar fate for many years. Washington was lucky to wake up from that fever dream with Union Station intact. Stations say volumes about the health of a city, more than a remote airport ever could. And so it is quite exciting that an important and beautiful new station has opened in Washington.


Last October, Washington’s first Bikestation opened at the west end of Union Station. Developed by Mobis Transportation Alternatives and designed by one of Washington’s most innovative architecture firms, KGP Design Studio, the diminutive, 1700 square foot kiosk has great ambitions: to remake Washington’s transportation infrastructure. This Bikestation, the first of its kind on the East Coast, is the beginning of what advocates hope will become a network of similar stations across the city.

You’ve heard these promises before—probably from a shabbily dressed, middle-aged man with granola stuck in his beard. But this time the message is delivered by Washington’s sexy, triathlete mayor. The Bikestation is not merely some utopian effort to reduce traffic, or our dependence on foreign oil, or the distance between our asscheeks—although it will accomplish all these.

The Bikestation solves what urban planners call the “last mile” problem. In New York, the average distance between subway stations is just over a half mile, about three Manhattan blocks. In Washington, because of building-height restrictions, our population is more spread out. Washington’s Metro was designed with a station every mile and a quarter, roughly the distance between the Capitol and the Washington Monument. Most American’s won’t walk across the room to change the channel. The rule of thumb for planners is that American’s won’t walk more than quarter mile for anything. So this leaves much of DC hopelessly remote for anyone not behind the wheel of a car.

Enter the Bikestation. With covered parking spaces for 150 commuters’ bicycles, lockers, restrooms, changing rooms, and a small bike repair and rental shop, it contains everything one needs to travel that last mile, as long as that last mile is within a mile radius of Union Station. So if you’re headed to a Senate subcommittee hearing on the obesity epidemic in America, you can grab a bike at Union Station and pedal over in less time than it would take a cabbie to navigate the barricades on Capitol Hill.

Washington’s Bikestation is far more than a noble urban idea; it is also an exquisite jewel of a building. Waiting expectantly at the west end of Union Station’s grand beaux arts facade, it’s overturned prow, all glass and steel, looks like the Acela has pulled in on a side track. One boards the building midway along its fuselage, just a few dozen paces from the top of the Metro escalator. If the exterior is a glass boat, the inside is all boat too--unadorned steel structure and rigging. Its louvered hull of a roof is suspended by three massive steel keels spanning stem to stern. All the glass makes the interior feel larger than it appears from the outside.

Each of the glass louvers opens to allow breezes to wash through the building, carrying the sun’s heat away. The glass is fritted with white ceramic lines to reflect much of the sun’s heat away from the interior and reduce the greenhouse effect, a risky gambit in Washington’s August swelter. The building is certain to become an example of high-performance, passive sustainable design, but we won’t know for another few months whether it is an example of success or failure.

Nattering historic preservationists may be scandalized by this sleek object’s proximity to Daniel Burnham’s beaux arts masterpiece, but KGP’s strategy is straight from the National Trust’s playbook: make the new distinct from the old while respecting the scale of the historic building. From the west, looking at the broad side, the Bikestation looks strangely at home against the backdrop of Burham’s ornate portico. Tilted and curved, it takes a moment to realize that the west wall of the Bikestation echoes the exposed roof trusses on the end walls of Burnham’s unpretentious concourse building to the north of the more ornate main building.

Others will complain that the building’s $4 million budget is wildly overpriced considering a shipping container would have done the job. In fact, $3.2 million of the budget was funded by grants from the Federal Highway Administration, which views the project as a critical experiment to gauge the viability of bicycle transportation in American cities. Most other Bikestations—all on the west coast—are little more than sheds and reflect the attitudes of the car culture toward bicycling. This investment in this Bikestation gives Washington its best chance of establishing the bicycle as a critical facet of Washington’s transportation network.

As DC plans other Bikestations, we should hope that they continue to ennoble them with such great architecture. KGP’s building is not only a test case for bicycling in Washington, it is a test case for ambitious, modern, sustainable design in Washington. Hopefully both will succeed.

Washington D.C. real estate development news

NoMa's First Residential Projects

Union Station's finally getting new neighbors as NoMa's very first new residential developments approach completion. The Loree Grand, the first phase of the planned Union Place development, brings 212 new rental units to 250 K St., NE. The building, which began construction in July 2007, is on track to be ready for occupants by March or April. Next door Paradigm Development is hard at work on The Washington Center student housing also slated for April delivery. The new NoMa residents will have gobs of transportation options including the metro, Marc and Amtrak lines, buses, the new bikestation and, if the street cars ever get worked out, a short ride to the H Street/Atlas District. The two new residential elements will be joined by Constitution Square, which is also expected to be finished in 2010. It's looking to be a good year for NoMa. Loree Grand developer, the Cohen Companies, purchased the land for just over $1 million and has spent $45 million on construction costs with ADC Builders and GTM Architects, the general contractor and architect, respectively. The bulk of the 212 units are variations on 1-bedroom apartments with the remaining 30 units built to 2-bedroom configurations. The Loree Grand will also offer 30 affordable apartments, likely to go to artists, arts administrators, and arts educators thanks to a partnership with the Cultural Development Corporation. Though not certified officially green, the building features a green roof with self-sustaining plant life, but makes up for it with 173 parking spaces in two below-grade levels and an additional 39 spaces on an adjoining surface parking lot. The Loree sits on the corner of 3rd and K Streets with 10 stories at 90ft on the corner stepping down to 7 stories at 60ft on the north end. The design features three shades of brick with precast concrete trim-work and detailing. The the first two floors reflect traditional Washington row house designs, with unit entrances fronting K Street and 3rd Street that will also be accessible from the interior. The building includes amenities such as a 2,000-s.f. private fitness center and 1,500-s.f. "party room". On the ground floor at 3rd and K sits approximately 3,700 s.f. of retail space, which Eric Siegel, Executive VP at the Cohen Companies, says he hopes to fill with a food/wine/coffee shop along the lines of Tryst in Adams Morgan. When(ever) the second phase of Union Place finishes, residents will also have access to a child care facility. According to Michelle Pilon, a Sr. Project Manager at the Cohen Companies, Phase II of Union Place is "currently on hold," but will ultimately feature 500 apartment units and 8,400 s.f. of commercial tenant space. 

Siegel indicated the group was working on drawings now for Phase II, but it sounds like neighbors at the Loree Grand won't have to worry about construction noise for a while. Facing the Loree is 1001 3rd St. NE, soon to be home to students of The Washington Center for Internships and Academic Seminars. The 140,000 s.f. project should deliver this April with 95 rental units and 14,000 s.f. for a state of the art auditorium, classroom space and one level of underground parking with 35 spaces for the swarms of interns who hit DC every year. The Washington Center purchased the property in January of last year for $8.2 million from Greenebaum and Rose. The sale also included designs for the six-story building by architects at Davis Carter Scott, whose plans needed only a few interior alterations to accommodate the student housing. According to Steve Griffin of Paradigm, the housing should be home to 1,200 students rotated throughout the year. Most units are two bedrooms, two baths at about 1,000 s.f. each; not too shabby for interns. In 2003 Greenebaum and Rose bought the land which was once home to the Capitol Cab Company. 

The Davis Carter Scott plans, which were sold in 2009 along with the property, originally called for a $20 million, six story, 92,800-s.f. residential building. In May of 2008 Greenebaum and Rose partner, Sam Rose, told DCMud, “For now, it’s a piece of land with a permit. We’re not starting until the world looks prettier." It would seem that $8.2 million looked a lot prettier than a questionable condo project. The two projects are huge improvements over the former cab company and what was at one time a major drug intersection. The Loree Grand is named after Loree Murray, a former area resident who founded Near Northeast Citizens Against Crime and Drugs to organize neighbors against the rampant cocaine trade and violence in the 1980s. The group aided the police in fighting against one of the biggest cocaine drug rings in DC that at one time operated at 2nd and K St NE, future home of urbanites and interns. Liz Price, President of the NoMa BID, said, "all this residential is a new area for us. We're really excited to build residential density in this neighborhood."

Washington DC commercial property news

Bikers Boon at Union Station

The simple life of free-range bike racks on street corners is meeting its demise as cyclists opt for membership in "bikestations" that offer secure locations, a place to change, and access to metro. That, at least, is the thought behind the newest addition to Washington's ascendant bike-commuter culture, the bikestation at Union Station, now accepting membership and scheduled to open in the beginning of October.

The station can hold up to 100 bikes in its 1,600 s.f. of space on the west side of Union Station; think bike rental and repair, changing rooms, lockers and security, all in one space. The station will be staffed 66 hours a week, but is accessible by members 24/7 with a security card.

According to a press release from DC Department of Transportation, membership rates are $96 per year or $30 a month, plus a $20 annual administration fee. Cyclists can register at bikestation.com or check out bikeandroll.com for more information.

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.

Office Condos Beat the Trend in NoMa

It has been almost 20 months since J Street Development and equity-partner Westbrook Real Estate Partners broke ground at 111 K St, NE, one of the city's first office condos, but the NoMa building is approaching the finish line. As pictured below, the low-energy glass curtainwall side is now complete through the 4th floor, thanks to Clark Construction. According to Colleen Scott, the project Senior Construction Manager at J Street, the developer should finish construction this year.

The 11-story, 90,000 s.f. office condominium building, designed by Gensler Architecture Worldwide, offers a quick escape from DC - just a block away from Union Station. The idea of office condos - sold as shells - will catch the ears of residential developers accustomed to spending a third of their time on selection and installation of finishes, nevermind post-settlement warranty issues. Or calls from cranky homeowners. Or replacing barely-knicked wood floors. Or arguing over color selections made two years before. Oh yeah, anyhow, Scott says the units are selling between $550 to $650 per s.f., which compares favorably to the normal range of new condos. The 111 K St building is the only new office condo project in D.C. at present.

Currently five of the eleven floors have sold, tenants include the Sierra Club, the YWCA, and the National Association of Student Personnel Administrators, non-profits all. Scott suggests one of the reasons for non-profit interest is the availability of bond-financing for these tax exempt organizations at a time when regular mortgages are difficult to obtain.

The builder will not attempt LEED certification. Though Scott was quick to point out that their Gensler architects are LEED accredited and have included many "notable green elements" including a green roof, bicycle storage and shower facility (for bike commuters, so yes, that gives you green points) and landscaping that does not require watering.

NoMa Celebrates First Hotel

Not so long ago, there wasn't much reason to go to NoMa, and no place to stay if you did. Now, at least the latter problem has been solved. Representatives of Marriott International, the Finvarb Companies and the DC government came together today to cut the ribbon on the NoMa district's first hotel - an 8-story, 218-room Courtyard by Marriott with 10,000 square feet of ground floor retail and a direct connection to the Gallaudet University Metro. Elizabeth Price, President of the NoMa BID, told DCmud why the new development is an important stepping stone into the continued redevelopment of Northeast neighborhood.

"This...will really start to change us from an office dominated neighborhood to more mixed-use. It's a place that will attract visitors and tourists, but also support the office space." said Price. "It’s very attractive [to them] because it’s affordably priced, it’s one stop from Union Station and it’s close to the Metro. It has a lot of appeal for many different types of users.”

In addition, in-house amenities like a swank bistro, business center and swimming pool, guests at the $53 million first hotel will also have the privilege of flaunting their eco-awareness from atop the Courtyard’s green roof that will consist of “100 percent grass when fully grown” and offer a world-class view of the Capitol (or the sexy Florida Avenue/New York Avenue interchange, depending on one's orientation). But green initiatives aside, all the parties involved were prideful of another first that the hotel represents, as the District’s first Hispanic-owned Marriott.

Ray Bennett, Senior Vice President of Lodging and Development for Marriott International, touted the project as the latest fruit of his company’s “Diversity Ownership Initiative,” which has more than 300 new, minority-owned locations in the pipeline. Included in that figure are another five locations that the hotelier is pursuing with Bobby Finvarb and his development partners on the NoMA project: Harmon, Wilmot, Brown and Bagwell, LLP and Welburn Development, both of which are local, African-American owned businesses.

According to the NoMa BID, the new hotel, at 1325 2^nd Street, NE, will also soon be getting a new neighbor, as work labors along right next door on developer StonebridgeCarras’ large-scale Constitution Square project.

“[That project] continues to grow and that’s where we’ll have our first Harris Teeter, along with residential, hotel and office space,” said Price. She also provided a status update on Akridge’s Burham Place development behind Union Station, saying that the project and is still “several years away” and that the stimulus-funded restoration of the DC landmark it shares space with would likely have to conclude before work could begin.

In the meantime, for those keeping tabs on development in the area, that’s one down and many more to go. But, for a more up close and personal look, check out NoMA for yourself when the BID’s Summer Screen Festival starts up on June 10^th.

Washington DC commercial real estate news