I would strongly add to the guidelines the requirement of "one car parking space for one residential unit". While the zoning regulations for metrorail proximity may allow some lesser number, the reality of today's life requires an automobile for non work trips (i.e. shopping, recreation, job, etc.). Increasing required parking will also have less impact on the current use of
our very limited street parking by Metrorail commuters and future shoppers. Additionally, requiring parking lots to have a 50 foot landscaped buffer from existing residential is very appropriate. It is important to develop transitional landscape treatments for the area.

The key site in our area is the Takoma Metrorail station and as such I support the "Village Green" focus. This should be an attractive park-like area with appropriate street furniture such as a kiosk, benches, and the capability to host community street fair type events.

In accordance with the goal of enhancing our neighborhood retail , I strongly urge the use of “livable cities” standards for our streetscape improvements, which would require new development to allow preferably 13 foot wide sidewalks with a 10 foot minimum width for pedestrian safety and comfort while shopping. I agree with the suggestion of developing an overlay district
to ensure retention of ground floor retail and encourage the city planning office to pursue this action.

I encourage the city transportation planners to work with metro on enhancing the access to the area west of the tracks and the appearance of the station in general.

An effort to eliminate the industrial zoning and land use in our area is particularly important. I support the C2A zoning designation. One missing item in the report is the follow on actions. An action should be identified in the report for how we can reach the goal of the elimination of industrial land use and zoning, and I encourage the planning office to take the lead on
this.

Since we are an historic district, I support the "main street" designation and would add an action item to reach this designation. Associated with this is the need for a follow on "community development corporation" of businesses and citizens to oversee and assist in the marketing and implementation of the 5 priority areas.

Transportation is always an important area. The need for follow on actions by the District of Columbia Department of Public Works to accomplish neighborhood transportation plans is very important. These plans would address some of the issues noted in the plan but also address issues of traffic calming and specific traffic and parking elements. The most important area which needs emphasis is the intersection of Blair, Cedar and 4th streets. Making this intersection as efficient as possible should be a
key goal. This will allow free flow by commuter traffic through our neighborhood. One specific action is not desired and I would strongly recommend it be eliminated from the plan. On page 51, alternate 1 recommends closing Blair Road. This would be a disaster and push commuter traffic to local roads off the Blair Road arterial. Take this out of the report. However, to make the key intersection more efficient strong consideration should be given to making 4th Street between Cedar and Butternut Streets one way south. This would eliminate a turning movement and cycle on the traffic light at Blair, Cedar and 4th street.

Finally, the plan is lacking an action plan with milestones and designated action agencies or individuals. This will be particularly important for the community, the District government, WMATA, and other stakeholders in implementing our plan.

Thanks again for your efforts. Should you have any questions please contact me.

Sincerely,

A. R. Giancola, P. E.
Member Citizens Group, Past President Plan Takoma, Past DC Chair of the Gateway Coalition and founding board member of the Gateway Georgia Avenue Revitalization Corporation.

© 2001-2004 Mark Freedman