The View From 1983:
Addison Road station area plans were modified as a result of the transit station to encourage greater commercial development instead of residential and retail infill. A primary objective of plan revisions is to stimulate employment growth in the somewhat deteriorated commercial area nearby.
Planning and zoning implementation steps have taken place unevenly, partly due to the fragmentation of the area into different political jurisdictions. There has been little development associated with the Addison Road station to date. Factors discouraging rail-related development include the weakness of the station's market area, the negative image of the area due to physical deterioration and perceptions of crime, and the increased coordination requirements associated with jurisdictional fragmentation.
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
Metrorail Station Area Plan... by Elliot Carter on Scribd