The View From 1983:

Plans for the New Carrollton Metrorail station area were modified due to the transit station to encourage high-density office and residential development of what had been formerly planned to be industrial areas. There were many factors justifying the plan revisions by the

Prince George’s County Planning Board, including the area's excellent highway access to U.S. 50, the Capital Beltway, and the Baltimore-Washington Parkway.

Other factors include the proposal to integrate the existing Capital Beltway Amtrak station with the Metrorail station, and the strong market for development due to these and other factors. Plan implementation measures occurred following the plan modifications, including rezoning’s to permit higher-density office and residential uses, significant improvements to access roads leading to the station area, and water/sewer improvements. 

Development at New Carrollton has been strong, but has in some cases not occurred as called for in plans revised in anticipation of Metrorail. A key problem is the great intensity of office development bringing with it particularly difficult access and parking problems. Although residential units have not been developed in the Triangle as initially recommended, development opportunities of a residential nature exist on the north side of the New Carrollton station. When the market for residential development becomes more favorable, the opportunity to diversify the office/hotel park environment with a residential component is available and encouraged. 

There is no question that Metrorail has been a motivating factor for development around the New Carrollton station, but there is also no question that the area has developed far short of the potential still associated with its advantages. Despite this, Metrorail has established New Carrollton as an important location with great potential.

ADDITIONAL CASE STUDIES:

District of Columbia. Anacostia, Farragut North + Farragut West, Gallery Place + Metro Center, Navy Yard, Rhode Island Avenue, Takoma.

Maryland. Addison Road, Friendship Heights, New Carrollton, Rockville, Silver Spring.

Virginia. Ballston + Court House + Rosslyn, King Street, Huntington.

EXCERPTED FROM:

These observations were compiled in 1983 by the Metropolitan Washington Council of Governments, a group of 300 area-politicians that currently self-identifies as “the hub for regional partnership.” Within the context of 1980’s Metro history, transit author Zachary Schrag has described the group as essentially “a forum for intergovernmental discussions,” without direct impact on policy.

Read the full text below. “Metrorail Station Area Planning, A Metrorail Before-and-After Study Report,” by Metropolitan Washington Council of Governments. August, 1983